CN118618363B

CN118618363B - Vehicle control method, control device, electronic device, vehicle and storage medium

Info

Publication number: CN118618363B
Application number: CN202411071963.0A
Authority: CN
Inventors: 戴亚青; 谢欣秦; 赵伟冰
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2024-08-06
Filing date: 2024-08-06
Publication date: 2025-03-11
Anticipated expiration: 2044-08-06
Also published as: CN118618363A

Abstract

The application discloses a control method and device for a vehicle, electronic equipment, the vehicle and a storage medium. The method comprises the steps of obtaining first running state information and running environment information, and controlling the vehicle to execute corresponding operation according to the running risk level of the rear vehicle relative to the vehicle, which is determined by the first running state information and the running environment information. Therefore, the application can determine the running risk level of the rear vehicle relative to the vehicle and control the vehicle according to the running risk level, thereby reducing the risk of rear-end collision of the vehicle and ensuring the safety of the vehicle and drivers and passengers in the vehicle. And because the running risk level of the rear vehicle relative to the vehicle is determined according to the first running state information and the running environment information, the matching of the running risk level and the actual running environment is ensured, the reliability of the running risk level is improved, and the reliability of the vehicle control executed based on the running risk level is ensured.

Description

Control method and control device for vehicle, electronic device, vehicle and storage medium

Technical Field

The present application relates to the field of vehicle technologies, and in particular, to a vehicle control method, a control device, an electronic device, a vehicle, and a computer readable storage medium.

Background

In the related art, a vehicle is generally mounted with functions of an automatic emergency brake (AEB, autonomous Emergency Braking), a front collision warning system (FCW, forward Collision Warning), a lane keeping (LKA, lane Keeping Assist), and the like to improve driving safety. However, these functions are often used for avoiding collision between the vehicle and the front vehicle, but have poor effect of avoiding rear-end collision of the rear vehicle, so that rear-end collision accident of the rear vehicle is difficult to avoid, and safety of the vehicle and users in the vehicle is difficult to be ensured.

Disclosure of Invention

The application provides a control method, a control device, an electronic device, a vehicle and a computer readable storage medium for a vehicle.

The control method of the vehicle provided by the embodiment of the application comprises the following steps:

Acquiring first running state information and running environment information of the vehicle;

The vehicle is controlled according to a running risk level of a rear vehicle relative to the vehicle, wherein the running risk level is determined according to the first running state information and the running environment information.

In the method for controlling the vehicle provided by the embodiment of the application, the vehicle can acquire the first running state information and the running environment information, and control the vehicle to execute corresponding operations according to the running risk level of the rear vehicle relative to the vehicle, which is determined by the first running state information and the running environment information.

In this way, in the embodiment of the application, the running risk level of the rear vehicle relative to the vehicle can be determined, and the vehicle is controlled according to the running risk level, so that the risk of rear-end collision of the vehicle by the rear vehicle can be reduced to a certain extent, and the safety of the vehicle and drivers in the vehicle can be ensured. And because the running risk level of the rear vehicle relative to the vehicle is determined according to the first running state information and the running environment information, the matching of the running risk level and the actual running environment is ensured to a certain extent, the credibility of the running risk level is improved, and the reliability of the vehicle control executed based on the running risk level is also ensured.

In certain embodiments of the application, the method further comprises:

And determining the driving risk level according to the relative driving state information of the rear vehicle relative to the vehicle and the safe vehicle distance estimation, wherein the relative driving state information and the safe vehicle distance estimation are determined according to the first driving state information and the driving environment information.

In this way, in the embodiment of the application, the running risk level of the rear vehicle to the own vehicle can be determined according to the running state of the rear vehicle relative to the own vehicle and the safe vehicle distance estimation of the rear vehicle relative to the own vehicle, so that the credibility of the running risk level is ensured to a certain extent.

In some embodiments of the present application, the driving environment information includes second driving state information of the rear vehicle, the relative driving state information includes a relative acceleration, and the method further includes:

and determining the relative acceleration according to the first driving state information and the second driving state information.

In this way, in the embodiment of the present application, the running risk level of the rear vehicle with respect to the host vehicle is made determinable from the relative acceleration, that is, the relative acceleration of the rear vehicle with respect to the host vehicle determined by the first running state information and the second running state information, and thus the running risk level is determined in consideration of the acceleration or deceleration condition of the rear vehicle with respect to the host vehicle, so that the degree of reliability of the running risk level is ensured.

In some embodiments of the present application, the first driving state information includes a first vehicle speed, the second driving state information includes a second vehicle speed, and determining the relative acceleration according to the first driving state information and the second driving state information includes:

The relative acceleration is determined from a relative vehicle speed, wherein the relative vehicle speed is determined from the first vehicle speed and the second vehicle speed.

In this way, in the embodiment of the present application, the relative acceleration of the rear vehicle with respect to the host vehicle can be determined based on the relative speed of the rear vehicle with respect to the host vehicle obtained from the first vehicle speed of the host vehicle and the second vehicle speed of the rear vehicle.

In some embodiments of the application, the driving environment information includes an image of an environment outside of a cabin of the vehicle, and the method further includes:

And determining the safe vehicle distance estimation according to the relative vehicle speed, the road surface friction parameter of the current running road surface and the appearance attribute of the rear vehicle, wherein the road surface friction parameter and the appearance attribute are determined according to the environment image.

In this way, in the embodiment of the present application, the safe distance estimation of the vehicle with respect to the preceding vehicle is made possible to be determined based on the relative speed of the following vehicle with respect to the host vehicle, the road surface friction parameter of the current running road surface, and the profile attribute of the following vehicle.

In certain embodiments of the application, the profile attribute comprises vehicle height and/or vehicle model.

In some embodiments of the present application, the determining the safe distance estimate according to the relative vehicle speed, the road friction parameter of the current driving road surface, and the profile attribute of the rear vehicle includes:

And determining the safe vehicle distance estimation according to the relative vehicle speed, the road surface friction parameter, the appearance attribute and a preset corresponding relation, wherein the preset corresponding relation is used for associating distance information with the relative vehicle speed information of the front vehicle and the rear vehicle and the vehicle appearance information.

Therefore, in the embodiment of the application, the determination of the safe vehicle distance estimation can be completed based on the relative vehicle speed, the appearance attribute and the preset corresponding relation, and the high-efficiency determination of the safe vehicle distance estimation is ensured to a certain extent.

In some embodiments of the present application, the determining the safe distance estimate according to the relative vehicle speed, the road surface friction parameter, the profile attribute and a preset correspondence includes:

And determining the safe vehicle distance estimation according to a distance parameter, the road surface friction parameter and a preset redundancy coefficient, wherein the distance parameter is determined according to the relative vehicle speed, the appearance attribute and the preset corresponding relation.

In this way, in the embodiment of the application, the safe vehicle distance estimation can be determined according to the distance parameter, the road surface friction parameter and the preset redundancy coefficient.

In certain embodiments of the application, the method further comprises:

determining the current weather and the type of the target road surface of the current running road surface according to the environment image;

and determining the road surface friction parameters according to the road surface friction coefficient corresponding to the target road surface type and the weather influence coefficient corresponding to the current weather.

In this way, in the embodiment of the present application, the road surface friction parameter is determined based on the road surface friction coefficient corresponding to the road surface type of the current running road surface and the weather effect coefficient corresponding to the current weather.

In some embodiments of the application, the road surface friction coefficient is determined according to the target road surface type and a preset friction coefficient-road surface type correspondence.

In some embodiments of the present application, the weather effect coefficient is determined according to the correspondence between the current weather and a preset weather type-effect coefficient.

In some embodiments of the present application, the relative driving state information includes a relative speed acceleration and a relative distance, and the determining the driving risk level according to the relative driving state information of the rear vehicle relative to the vehicle and the safe distance estimate includes:

And determining the driving risk level according to the magnitude relation between the safety distance estimation and the relative distance and the magnitude relation between the relative speed acceleration and a preset acceleration threshold value.

In this way, in the embodiment of the application, the driving risk level can be determined according to the magnitude relation between the safe vehicle distance estimation and the relative vehicle distance and the magnitude relation between the relative speed acceleration and the preset acceleration threshold value,

In some embodiments of the application, the controlling the vehicle according to a driving risk level of a rear vehicle relative to the vehicle includes:

And determining the state of the target part according to the driving risk level.

In this way, in the embodiment of the present application, the vehicle is allowed to determine the state of the target component according to the running risk level.

In some embodiments of the present application, the target component includes a vehicle rear light emitting device mounted outside a vehicle cabin, and the state of the target component includes at least one of an on-off state, a luminance state, and a flicker frequency state of the vehicle rear light emitting device.

In some embodiments of the present application, the target component includes a vehicle rear display component mounted at a rear outside of a vehicle cabin, and the state of the target component includes an open-closed state of the vehicle rear display component and/or an enabled state of displaying a first preset hint information.

In some embodiments of the present application, the target component includes an in-vehicle information feedback component mounted inside a cabin of the vehicle, and the state of the target component includes an open-closed state of the in-vehicle information feedback component and/or an enabled state of feedback of a second preset hint information.

In some embodiments of the application, the target component comprises an in-vehicle safety device mounted inside a vehicle cabin, and the state of the target component comprises an output power of the in-vehicle safety device.

And controlling the vehicle to run so as to avoid the rear vehicle under the condition that the running risk level is greater than or equal to a preset level.

Therefore, in the embodiment of the application, the vehicle can avoid the rear vehicle under the condition that the running risk level is greater than or equal to the preset level, and the safety of the driver and the rear driver is ensured to a certain extent.

In some embodiments of the present application, the controlling the vehicle to travel to avoid the rear vehicle when the traveling risk level is greater than or equal to a preset level includes:

And controlling the vehicle to run according to an avoidance control parameter to avoid the rear vehicle under the condition that the running risk level is greater than or equal to a preset level, wherein the avoidance control parameter is determined according to the running environment information.

In this way, in the embodiment of the application, the vehicle can determine the avoidance control parameter according to the running environment information, and execute the operation of the vehicle after avoidance according to the avoidance control parameter.

And controlling the vehicle to run so as to avoid the rear vehicle under the condition that the running risk level is greater than or equal to a preset level and the vehicle is in an active avoidance working condition.

Therefore, in the embodiment of the application, the vehicle can execute the operation of avoiding the rear vehicle under the condition of active avoidance working condition, so that the rear vehicle avoidance operation can be performed steadily.

In some embodiments of the present application, when the driving risk level is greater than or equal to a preset level and a preset avoidance control operation is not detected, the vehicle is in the active avoidance condition.

The embodiment of the application provides a control device, which comprises a memory and a processor, wherein a computer program is stored in the memory, and the control method of the vehicle is realized when the computer program is executed by the processor.

The embodiment of the application provides electronic equipment, which comprises the control device.

The embodiment of the application provides a vehicle which comprises the control device or the electronic equipment.

Embodiments of the present application provide a computer-readable storage medium storing a computer program that, when executed by one or more processors, implements the above-described vehicle control method.

The electronic equipment, the vehicle and the computer readable storage medium provided by the embodiment of the application can determine the running risk level of the rear vehicle relative to the vehicle and control the vehicle according to the running risk level, so that the risk of rear-end collision of the vehicle by the rear vehicle can be reduced to a certain extent, and the safety of the vehicle and drivers and passengers in the vehicle can be ensured. And because the running risk level of the rear vehicle relative to the vehicle is determined according to the first running state information and the running environment information, the matching of the running risk level and the actual running environment is ensured to a certain extent, the credibility of the running risk level is improved, and the reliability of the vehicle control executed based on the running risk level is also ensured.

Additional aspects and advantages of embodiments of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of embodiments of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a flow chart of a method of controlling a vehicle according to certain embodiments of the present application;

FIG. 2 is a schematic illustration of a vehicle in accordance with certain embodiments of the application;

FIG. 3 is a second flow chart of a method for controlling a vehicle according to some embodiments of the application;

FIG. 4 is a schematic view of an application scenario in some embodiments of the present application;

FIG. 5 is a third flow chart of a method for controlling a vehicle according to some embodiments of the application;

FIG. 6 is a flow chart of a method of controlling a vehicle according to some embodiments of the present application;

FIG. 7 is a flow chart of a method for controlling a vehicle according to some embodiments of the present application.

Detailed Description

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

With the improvement of the living standard of people and the development of the manufacturing process of vehicles, vehicles enter thousands of households, the holding capacity of the vehicles is increased year by year, the traffic density on roads is increased, and the traffic accident rate of the roads is increased year by year, so that the safety of the vehicles is also more and more valued by vehicle manufacturers and consumers.

Safety for vehicles can be divided into two types, active safety and passive safety. Active safety is understood to be a safety setting for the vehicle handling behavior of the driver for assisting the driver in comfortably controlling the vehicle while ensuring driving safety, such as maintaining a smooth braking and acceleration of the vehicle in a straight line, and such as maintaining a steady state of the vehicle while turning left and right.

Passive safety is understood to be the safety protection effect of the vehicle itself on the occupants of the vehicle after a traffic accident. Passive safety is mainly determined by the hardware and structure of the vehicle itself, and can be improved by arranging the hardware such as an air bag, an anti-collision beam and the like.

It can be appreciated that compared with the improvement of the passive safety performance, the improvement of the active safety performance can effectively avoid the occurrence probability of traffic accidents, and the passive safety performance depends on hardware of the vehicle, such as an airbag, an anti-collision beam and the like, so that the improvement difficulty is high, and under the condition of intelligent development surge, vehicle manufacturers distribute more and more research and development resources to the active safety performance. Accordingly, the related art vehicle may be mounted with a system for securing active safety performance such as AEB (Autonomous Emergency Braking, automatic emergency brake), FCW (Forward Collision Warning, front collision warning system), LKA (LANE KEEPING ASSIST, lane keeping), and the like.

However, although the AEB, FCW, LKA and other systems have obvious effect on improving active safety performance and can assist the driver to better complete driving actions such as overtaking and lane changing, the systems are usually designed for road conditions in front of the vehicle, or the functions supported by the systems are mostly used for avoiding collision between the vehicle and the front vehicle (or rear-end collision of the vehicle), but for the accident scene of rear-end collision of the vehicle, the accident avoidance and driving assistance effects of the systems are weak, and rear-end collision of the vehicle is difficult to avoid.

Further, for the accident scenario of rear-end collision of the vehicle, one solution is to change the placement position of specific components of the vehicle under the condition that the rear-end collision risk is perceived, for example, change the position (or height) of the bumper when the rear-end collision of the vehicle is detected by the radar, so as to reduce the injury of the rear-end collision accident to the driver in the vehicle. It can be appreciated that although this solution can reduce to some extent the injury to occupants of the vehicle caused by a rear-end collision accident, the danger of a rear-end collision cannot be completely avoided in some extreme rear-end collision scenarios.

Based on the above possible problems, referring to fig. 1, an embodiment of the present application provides a method for controlling a vehicle, including:

01, acquiring first running state information and running environment information of a vehicle;

And 02, controlling the vehicle according to the running risk level of the rear vehicle relative to the vehicle, wherein the running risk level is determined according to the first running state information and the running environment information.

The embodiment of the application also provides a control device which comprises a memory and a processor. The control method of the vehicle provided by the embodiment of the application can be realized by the control device provided by the embodiment of the application. Specifically, the memory stores a computer program, and the processor is configured to acquire first running state information and running environment information of the vehicle, and to control the vehicle according to a running risk level of the following vehicle relative to the vehicle, wherein the running risk level is determined according to the first running state information and the running environment information.

Specifically, in the embodiment of the present application, the vehicle (or the control device) may acquire the first running state information and the running environment information of the own vehicle, and control the running of the vehicle or control the running of specific parts in the vehicle according to the running risk level of the rear vehicle with respect to the own vehicle determined by the first running state information and the running environment information.

For example, referring to fig. 2, fig. 2 is a schematic diagram of a vehicle according to some embodiments of the application. That is, in one example, when the vehicle (or the controller 201) determines that there is a following vehicle behind based on the driving environment information collected by the rear camera 202 and the rear radar 203 installed outside the vehicle body 200 at the rear of the vehicle body 200 and the first driving state information output from the CAN (Controller Area Network ) bus 204, and the distance of the following vehicle with respect to the host vehicle gradually decreases to zero after a certain time, the vehicle may perform a corresponding action.

It is understood that the actions that can be performed by the vehicle are what can be set according to the actual situation. For example, when it is determined that the left or right lane is clear by the front camera 205 and the front radar 206 mounted on the outside of the vehicle body 200 and located in front of the vehicle body 200, the lane may be changed to a clear lane or accelerated when it is determined that the front is clear. For another example, the in-vehicle display screen (such as a central control display screen) is controlled to feed back early warning information to the driver of the vehicle to prompt the driver to avoid. For another example, a rear display screen 207 on the outside of the control vehicle body 200, which is located behind the vehicle body 200, displays preset information such as "about to rear-end collision request for deceleration |", to prompt the rear-end driver to decelerate.

In addition, it is also understood that the controller 201 in fig. 2 can be understood as a control device in the embodiment of the present application.

In addition, it is understood that, in the embodiment of the present application, the specific content and the acquisition manner of the first driving state information may be set according to the actual situation. For example, in some embodiments of the application, the first travel state information includes a current vehicle speed determined by a vehicle controller (Vehicle Control Unit, vehicle controller) or a wheel speed sensor.

Similarly, in the embodiment of the present application, the specific content and the acquisition mode of the driving environment information may also be set according to the actual situation. For example, in some embodiments as shown in fig. 2, the driving environment information includes an environment image captured by an after-vehicle camera 202 mounted outside the vehicle body 200 and located behind the vehicle body 200. As another example, in some embodiments as shown in fig. 2, the driving environment information includes a speed of an off-vehicle object (e.g., a rear vehicle) detected by a rear radar 203 installed outside the vehicle body 200 at the rear of the vehicle body 200 and a distance of the off-vehicle object with respect to the host vehicle.

It is further understood that, in the embodiment of the present application, the specific process of determining the running risk level of the rear vehicle with respect to the host vehicle according to the first running state information and the running environment information may be set according to actual situations. For example, in some embodiments of the present application, the vehicle may invoke a pre-installed neural network model capable of outputting a running risk level prediction result according to the first running state information and the running environment information, and predict a running risk level to which the first running state information and the running environment information correspond together, thereby achieving determination of the running risk level.

For another example, considering the limitation of hardware in the vehicle, in some embodiments of the present application, the vehicle may send the acquired first driving state information and driving environment information to the remote server, so that the remote server determines, according to a pre-loaded algorithm or model, a driving risk level corresponding to the first driving state information and the driving environment information together, and issues the driving risk level to the vehicle, thereby implementing the determination of the driving risk level.

Further, it is also understood that the specific manner of controlling the vehicle according to the running risk level may be set according to the actual situation. For example, in some embodiments of the application, the driving risk level includes low risk, medium risk, and high risk, and further, at least one of a tail light, a brake light, and a hazard warning flash of the vehicle is controlled to blink at a first frequency when the driving risk level is low risk. At least one of the tail lights, brake lights, and hazard flashers of the vehicle is controlled to flash at a second frequency when the driving risk level is a mid-risk. At least one of a tail light, a brake light, and a hazard flasher of the control vehicle blinks at a third frequency when the driving risk level is at high risk. Wherein the third frequency is higher than the second frequency, which is higher than the first frequency.

As another example, in some embodiments of the present application, the driving risk level includes risky and risky, and further, at least one of the tail lights, brake lights, and hazard flashers of the vehicle is controlled to flash when the driving risk level is risky, and the flashing is stopped when the driving risk level is switched from risky to risky.

In some embodiments of the present application, the control method of a vehicle further includes:

And determining a driving risk level according to the relative driving state information of the rear vehicle relative to the vehicle and the safe vehicle distance estimation, wherein the safe vehicle distance estimation and the relative driving state information are determined according to the first driving state information and the driving environment information.

The processor of the embodiment of the application is also used for determining the running risk level according to the relative running state information of the rear vehicle relative to the vehicle and the safe vehicle distance estimation, wherein the safe vehicle distance estimation and the relative running state information are determined according to the first running state information and the running environment information.

Specifically, in order to ensure reliable determination of the running risk level, the vehicle according to the embodiment of the present application may determine the running risk level of the rear vehicle with respect to the host vehicle based on the relative running state information of the rear vehicle with respect to the host vehicle determined by the first running state information and the running environment information and the safe vehicle distance estimation.

It will be appreciated that in embodiments of the present application, the safe distance estimation may be understood as a distance estimation amount for a rear-end collision difficult to be performed with the rear-end vehicle maintaining the current vehicle speed unchanged. And, the relative running state information may include at least one of a speed, an acceleration, and a distance of the rear vehicle with respect to the host vehicle.

Further, it is understood that the specific process of determining the safe distance estimation from the first running state information and the running environment information may be set according to the actual situation.

For example, in the case where the first driving state information includes the host vehicle speed S ₁ and the driving environment information includes the following vehicle speed S ₂, the vehicle may calculate a safe distance estimation result corresponding to S ₁ and S ₂ together through a safe distance estimation algorithm or a safe distance estimation model implemented by a preset program, thereby implementing the estimation of the safe distance estimation.

For another example, in the case where the first driving status information includes the vehicle speed S ₁ of the host vehicle and the driving environment information includes the vehicle speed S ₂ of the rear vehicle and the Distance ₀ of the rear vehicle relative to the host vehicle, the vehicle may calculate the time required for the rear-end collision of the host vehicle (or the time required for moving the Distance ₀) T _rear-end according to the algorithm or model implemented by the preset program in S ₁ and S ₂, calculate the difference T _Diff between T _rear-end and the preset safe redundant time T _Presets, and calculate the Distance ₁ that the rear vehicle can move relative to the host vehicle in the duration of T _Diff according to S ₁ and S ₂, thereby obtaining the safe vehicle Distance estimate.

It can be understood that the specific process of determining the running risk level of the rear vehicle relative to the host vehicle according to the relative running state information and the safe vehicle distance estimation can also be set according to actual situations. For example, in some embodiments of the present application, the relative driving status information includes a Distance ₀ between the rear vehicle and the host vehicle in the above example, where the safe Distance is estimated as Distance ₁ in the above example, the driving risk level Rank _Risk may be 0 when Distance ₁ is greater than Distance ₀, indicating no risk or low risk, and the driving risk level Rank _Risk may be 1 when Distance ₁ is less than or equal to Distance ₀, indicating risk.

In some embodiments of the present application, the driving environment information includes second driving state information of the rear vehicle, the relative driving state information includes a relative acceleration, and the control method of the vehicle further includes:

The relative acceleration is determined based on the first travel state information and the second travel state information.

The processor of an embodiment of the present application is further configured to determine the relative acceleration based on the first travel state information and the second travel state information.

Specifically, in order to ensure accuracy of the safe distance estimation and to ensure reliable determination of the running risk level of the rear vehicle with respect to the host vehicle, in the embodiment of the present application, the relative running state information includes a relative acceleration, and the relative acceleration is determined by "the first running state information of the host vehicle" and "the second running state information of the rear vehicle detected or collected by the host vehicle".

It is understood that in the embodiment of the present application, the relative acceleration refers to the acceleration of the rear vehicle with respect to the host vehicle, that is, the acceleration of the rear vehicle when the host vehicle is taken as a reference.

It is also understood that relative acceleration may be understood as the driving intent of the driver of the rear vehicle, or that relative acceleration may describe the acceleration and deceleration of the rear vehicle relative to the host vehicle. Under the condition that the relative acceleration is larger than 0, the larger the relative acceleration is, the higher the speed increment of the rear vehicle relative to the vehicle in unit time is, the more obvious the trend of the rear vehicle approaching the vehicle or the rear-end collision vehicle is, and on the contrary, the more fuzzy the trend of the rear vehicle approaching the vehicle or the rear-end collision vehicle is. When the relative acceleration is 0 or less, the rear vehicle decelerates relative to the vehicle, and it is difficult to rear-end the vehicle.

Based on the above, the vehicle according to the embodiment of the application can determine the relative acceleration, and determine the running risk level of the rear vehicle relative to the vehicle through the relative acceleration, so that the acceleration or deceleration condition of the rear vehicle relative to the vehicle, namely the relative acceleration, can be considered in the determination process of the running risk level.

Further, it can be understood that in the embodiment of the present application, the first running state information is data that the host vehicle can detect through parts in the vehicle, such as a wheel speed obtained from data acquired through a wheel speed sensor. For example, referring again to fig. 2, the first driving status information may be information received by the vehicle (or the controller 201) through the CAN (Controller Area Network ) bus 204, including but not limited to data collected by the wheel speed sensor, or data transmitted by the VCU (Vehicle Control Unit, whole vehicle controller) and the ADAS (ADVANCED DRIVING ASSISTANCE SYSTEM ).

It is also to be understood that the second running state information may be information obtained by performing a detection operation for an off-vehicle object (including a rear vehicle) for the vehicle in the embodiment of the present application. For example, referring again to fig. 2, the second driving status information may be data acquired by the vehicle (or the controller 201) according to a rear radar 203 installed outside the vehicle body 200 and located behind the vehicle body 200, including but not limited to a rear vehicle speed, a relative distance of the rear vehicle with respect to the vehicle, and the like.

Optionally, in some embodiments of the present application, the host vehicle may establish a communication connection with the rear vehicle, and obtain the second driving state information sent by the rear vehicle based on the communication connection.

In some embodiments of the present application, the first driving state information includes a first vehicle speed, the second driving state information includes a second vehicle speed, and the step of determining the relative acceleration according to the first driving state information and the second driving state information includes:

the relative acceleration is determined based on a relative vehicle speed, wherein the relative vehicle speed is determined based on the first vehicle speed and the second vehicle speed.

The processor of the embodiment of the application is also used for determining the relative acceleration according to the relative vehicle speed, wherein the relative vehicle speed is determined according to the first vehicle speed and the second vehicle speed

Specifically, in the embodiment of the present application, the host vehicle may calculate the relative vehicle speed of the rear vehicle with respect to the host vehicle from the host vehicle speed and the rear vehicle speed, and calculate the relative acceleration of the rear vehicle with respect to the host vehicle from the relative vehicle speed.

Alternatively, if the vehicle speed of the host vehicle (i.e., the first vehicle speed) is V _FrontVeh and the vehicle speed of the rear vehicle (i.e., the second vehicle speed) is V _RearVeh, then in some embodiments of the present application, the relative vehicle speed V _RelaVeh of the rear vehicle with respect to the host vehicle may be (V _FrontVeh-V_RearVeh). Correspondingly, the relative acceleration a _RelaVeh of the rear vehicle with respect to the host vehicle may be V' _RelaVeh, or a _RelaVeh may be a derivative of V _RelaVeh.

Further, it will be appreciated that in embodiments of the present application, the first vehicle speed is data that the host vehicle may detect through in-vehicle components. For example, referring again to fig. 2, the first vehicle speed may be information obtained directly or indirectly from data transmitted by the vehicle (or the controller 201) through the CAN (Controller Area Network ) bus 204, such as data collected by a wheel speed sensor, or a current vehicle speed transmitted by the VCU (Vehicle Control Unit, vehicle controller).

It is also to be understood that the second vehicle speed may be a rear vehicle speed obtained by performing a detection operation for an object outside the vehicle (including a rear vehicle) for the vehicle in the embodiment of the application. For example, referring again to fig. 2, the second vehicle speed may be a rear vehicle speed acquired by the vehicle (or the controller 201) according to a rear radar 203 installed outside the vehicle body 200 and located behind the vehicle body 200.

In some embodiments of the present application, the driving environment information includes an environment image outside a cabin of the vehicle, and the method further includes:

The processor of the embodiment of the application is also used for determining the safe vehicle distance estimation according to the relative vehicle speed, the road surface friction parameter of the current running road surface and the appearance attribute of the rear vehicle, wherein the road surface friction parameter and the appearance attribute are determined according to the environment image.

It is understood that a safe distance is generally understood to mean the distance that a rear vehicle must be spaced from a front vehicle during travel to avoid an accidental collision with the front vehicle, in other words, the safe distance is a distance greater than the braking distance of the rear vehicle.

It will also be appreciated that the braking distance is related to various factors such as the weight of the vehicle, the speed of the vehicle, the road friction coefficient of the current road surface being travelled, etc.

Further, the speed of the front vehicle may remain unchanged while the rear vehicle is in a braking state during the following process. In addition, when the speed of the rear vehicle is less than or equal to the speed of the front vehicle, it is difficult for the rear vehicle to rear-end the front vehicle. Therefore, for the rear-end accident, one of the occurrence scenes of the rear-end accident is that the rear vehicle is treaded on the brake, so that the moving distance of the rear vehicle relative to the front vehicle is larger than or equal to the relative distance between the front vehicle and the rear vehicle when the rear vehicle is treaded on the brake in the period that the rear vehicle speed is reduced to the front vehicle speed.

Based on the background, the embodiment of the application can determine the safe vehicle distance estimation of the rear vehicle relative to the vehicle according to the vehicle speed of the rear vehicle relative to the vehicle, the road surface friction parameter of the current running road surface and the appearance attribute of the rear vehicle, or determine that the safe vehicle distance estimation of the rear vehicle relative to the vehicle is larger than or equal to the period that the rear vehicle can tread the brake, so that the 'moving distance' of the rear vehicle relative to the front vehicle is reduced to the front vehicle speed, and the 'relative distance' between the front vehicle and the rear vehicle is determined when the rear vehicle treads the brake.

It will also be appreciated that the relative vehicle speed may be used to calculate the displacement of the rear vehicle relative to the front vehicle per unit time, and that the relative vehicle speed may then be used to determine the "distance travelled" described above. And, road surface friction parameters may be used for the determination of braking distance and thus also be related to the "distance of movement" described above. In addition, the profile property of the vehicle (such as the vehicle model) may reflect the weight of the vehicle to some extent, and the weight of the vehicle is related to the braking distance of the vehicle, and thus may be used for the determination of the "moving distance" described above.

It will also be appreciated that in the following scenario where the front and rear vehicles travel on the same road segment, the road friction coefficient is the same for the front and rear vehicles, since the road segment (or road surface) is the same. Therefore, the road surface friction parameter of the current running road surface of the vehicle can be equivalent to the road surface friction parameter of the current running road surface of the rear vehicle.

It can be appreciated that the specific process of determining the road surface friction parameter and the profile attribute of the rear vehicle according to the environmental image can be set according to the actual situation.

For example, in the embodiment of the present application, the environmental image acquired by the vehicle includes a road surface image of the current running road surface and a vehicle rear image behind the vehicle.

Furthermore, the vehicle may recognize the road image according to the carried algorithm or the neural network model to obtain the current road surface type K _{sur_now}, and determine the road surface friction parameter Gram _{sur_sur} corresponding to the current road surface friction parameter K _{sur_now} according to the road surface friction parameter Gram _sur corresponding to each road surface type K _sur calibrated in advance.

And the vehicle can recognize the image behind the vehicle according to the carried algorithm or the neural network model to detect whether the vehicle exists behind the vehicle, and output the appearance attribute of the vehicle when detecting that the vehicle exists behind the vehicle (namely, the rear vehicle).

Optionally, in some embodiments of the application, the profile attribute includes vehicle height and/or vehicle model.

Further, it is also understood that the road surface friction parameter in the embodiment of the present application may be the road surface friction coefficient (Surface Friction Coefficient), or the road surface friction parameter in the embodiment of the present application may be obtained by the road surface friction coefficient.

In some embodiments of the present application, the step of determining the safe distance estimate according to the relative vehicle speed, the road friction parameter of the current driving road surface and the profile attribute of the rear vehicle includes:

and determining safe vehicle distance estimation according to the relative vehicle speed, the road surface friction parameter, the appearance attribute and the preset corresponding relation, wherein the preset corresponding relation is used for associating the distance information with the relative vehicle speed information of the front vehicle and the rear vehicle and the vehicle appearance information.

The processor of the embodiment of the application is also used for determining the safe vehicle distance estimation according to the relative vehicle speed, the road surface friction parameter, the appearance attribute and the preset corresponding relation, wherein the preset corresponding relation is used for associating the distance information with the relative vehicle speed information of the front vehicle and the rear vehicle and the vehicle appearance information.

Specifically, in order to improve the determination efficiency of the safe distance estimation and ensure reliable use in a real-time driving scene, the vehicle according to the embodiment of the application can determine the distance information corresponding to the relative speed of the rear vehicle relative to the vehicle and the shape attribute of the rear vehicle according to the preset corresponding relation under the condition that the relative speed of the rear vehicle relative to the vehicle and the shape attribute of the rear vehicle at the current moment are obtained according to the preset corresponding relation, wherein the preset corresponding relation is used for correlating the ' relative speed information of the front vehicle and the rear vehicle and the ' shape information '.

It will be appreciated that in an actual working environment, the preset correspondence may be understood as data stored in a database, or may be stored and used in the form of a database table.

It can be further understood that the preset correspondence may be understood as a mapping table, and keys (keywords) of the mapping table are front-rear vehicle relative speed information and vehicle shape information, and values are distance information.

Alternatively, in some embodiments of the present application, the distance information includes a moving distance of the first vehicle relative to the second vehicle during a period in which the vehicle speed of the first vehicle gradually decreases to be the same as the vehicle speed of the second vehicle, the moving directions of the first vehicle and the second vehicle are the same, and the first vehicle is located behind the second vehicle. That is, in the case where the rear vehicle speed V _b is higher than the front vehicle speed V _f, the rear vehicle speed V _b gradually decreases during braking of the rear vehicle until the same period T as V _f, the distance of movement of the rear vehicle with respect to the front vehicle.

Further, it is understood that in the case where the profile attribute includes the vehicle height, since the vehicle height has a certain mapping relationship with the vehicle type, for example, for a vehicle type such as a car, an SUV or a truck, the vehicle height of the car is typically in the range of 1400mm to 160 mm, the vehicle height of the SUV is typically in the range of 160 mm to 2400mm, and the vehicle height of the truck is typically higher than 2400mm.

Furthermore, the embodiment of the application tests the braking distances of the sedan, SUV and truck under different speeds based on the control variable mode

And 3, recognizing the type of the vehicle such as a car, an SUV or a truck according to the vehicle height of the vehicle, which is mainly obtained in the step 2, if the vehicle height is in the range of 1400 mm-160 mm, if the vehicle height is more than 1600mm and less than 2400mm, if the vehicle height is more than 2400mm, if the vehicle height is more than 2400mm, the vehicle is judged as a truck, and distance parameters are obtained by testing different cars, SUVs and trucks at different speeds, so as to obtain a three-dimensional mapping table of the vehicle height, the relative speeds and the distance parameters, namely, a preset corresponding relation for associating the distance information with the relative speeds of the front and rear vehicles and the vehicle shape information.

In some embodiments of the present application, the step of determining the safe distance estimate according to the relative vehicle speed, the road surface friction parameter, the profile attribute and the preset correspondence includes:

And determining safe vehicle distance estimation according to the distance parameter and a preset redundancy coefficient, wherein the distance parameter is determined according to the relative vehicle speed, the road surface friction parameter, the appearance attribute and a preset corresponding relation.

The processor of the embodiment of the application is also used for determining the safe vehicle distance estimation according to the distance parameter and the preset redundancy coefficient, wherein the distance parameter is determined according to the relative vehicle speed, the appearance attribute and the preset corresponding relation.

Specifically, in consideration of the braking response time and the redundancy design for driving safety, in the embodiment of the application, when the distance parameter corresponding to the relative vehicle speed and the profile attribute is determined based on the preset corresponding relation, the final required safe vehicle distance estimation can be obtained according to the distance parameter, the road surface friction parameter of the current driving road surface and the preset redundancy coefficient.

Alternatively, in some embodiments of the present application, the safe distance is estimated as the product of the distance parameter, the road friction parameter, and the redundancy factor.

Further, in an example, referring specifically to fig. 2, when the vehicle obtains the vehicle speed of the host vehicle through the CAN bus 204, obtains the vehicle speed of the rear vehicle through the rear radar 203, and determines the appearance attribute of the rear vehicle and the road friction parameter of the current driving road surface through the image information captured by the rear camera 202, the distance parameter may be determined through a table look-up mode, or after determining the relative vehicle speed of the rear vehicle relative to the host vehicle according to the vehicle speed of the host vehicle and the vehicle speed of the rear vehicle, the distance parameter corresponding to the "relative vehicle speed, the appearance attribute of the rear vehicle", that is, "the vehicle speed of the rear vehicle gradually decreases until the moving distance of the rear vehicle relative to the front vehicle within the same period of time" may be determined based on the preset corresponding relation ".

Further, after the distance parameter is obtained, the distance parameter, the road surface friction parameter and the redundancy coefficient can be multiplied, so that the final safe vehicle distance estimation is obtained.

It will be appreciated that the determination of the distance parameter (or "the distance of movement of the rear vehicle relative to the front vehicle during the same period of time" the vehicle speed of the rear vehicle gradually decreases) is based on the above-described determination manner, so that the determination of the distance parameter may take into account differences in braking effects of different vehicles, or may take into account situations in which the required braking distances of vehicles having different profile properties (such as vehicle type and vehicle height) are different.

Therefore, compared with the method of estimating the collision time of the front vehicle and the rear vehicle according to the relative speed and the relative distance of the front vehicle and the rear vehicle, and determining the risk of the rear vehicle relative to the front vehicle according to the collision time and giving an alarm prompt, the method of determining the distance parameter based on the relative speed, the road friction parameter of the current driving road surface and the appearance attribute of the rear vehicle provided by the embodiment of the application is more accurate and reliable, and has higher fitness with the real driving environment. Further, since the safe distance estimation can be determined based on the distance parameter and the redundancy coefficient, the running risk level determined based on the safe distance estimation can reliably reflect the rear-end collision risk.

Referring to fig. 3, in some embodiments of the present application, the method for controlling a vehicle further includes:

03, determining the current weather and the road surface type of the current running road surface according to the environment image;

And 04, determining the road surface friction parameters according to the road surface friction coefficient corresponding to the road surface type and the weather influence coefficient corresponding to the current weather.

The processor of the embodiment of the application is also used for determining the current weather and the road surface type of the current running road surface according to the environment image, and determining the road surface friction parameter according to the road surface friction coefficient corresponding to the road surface type and the weather influence coefficient corresponding to the current weather.

Specifically, in order to ensure accuracy of distance parameters, safe vehicle distance estimation and running risk levels, the embodiment of the application can also determine road surface friction parameters according to weather influence coefficients corresponding to current weather and road surface friction coefficients (Surface Friction Coefficient) corresponding to the road surface type of the current running road surface of the vehicle.

It will be appreciated that the road friction coefficient affects the braking distance of the vehicle.

It will also be appreciated that the degree of dryness or wet skid of the road surface also affects the distance of braking of the vehicle, while the degree of dryness or wet skid of the road surface is affected by the weather. Also, in embodiments of the present application, the vehicle may also identify the current weather by image recognition of environmental impact.

It will be appreciated that the process of determining the current weather and the road type of the current running road according to the environmental image may be set according to actual situations, for example, in some embodiments, the vehicle may identify the weather prediction result and the road type prediction result corresponding to the environmental image according to the pre-trained image recognition network model, so as to obtain the current weather and the target road type of the current running road.

It is also understood that the process of determining the weather effect coefficient according to the current weather and the process of determining the road friction coefficient according to the target road type can be set according to the actual situation.

For example, in some embodiments of the present application, the road surface friction coefficient is determined based on the current road surface type and a preset friction coefficient-road surface type correspondence. That is, the vehicle may determine the road surface friction coefficient corresponding to the target road surface type from a map table or a map function stored in advance that characterizes the correspondence of the friction coefficient to the road surface type.

Exemplary, in one example, road surface types include sand, cement, asphalt, and the like. The road friction coefficient R _r1 corresponding to asphalt path is 1, the road friction coefficient R _r2 corresponding to cement land is more than 1, and the road friction coefficient R _r3 corresponding to sand land is less than 1.

As another example, in some embodiments of the present application, the weather effect coefficient is determined based on a correspondence between the current weather and a preset weather type-effect coefficient. That is, the vehicle may determine the weather-influencing factor corresponding to the current weather according to a mapping table or mapping function stored in advance, which characterizes the correspondence of the influencing factor to the weather type.

In one example, the weather type includes rainy days, snowy days, and sunny days. The weather influence coefficient corresponding to sunny days is R _w1 which is 1, the weather influence coefficient corresponding to rainy days is R _w2 which is more than 1, and the weather influence coefficient corresponding to ice and snow days is R _w3 which is more than R _w2.

Thus, if the type of the current driving road surface is sand and the current weather is rainy, the road surface friction parameter may be (R _r1* R_w1).

In addition, it can be understood that the above-mentioned correspondence between friction coefficient and road surface type and correspondence between influence coefficient and weather type can be calibrated according to multiple braking experiments.

In some embodiments of the present application, the relative driving state information includes a relative speed acceleration and a relative distance between vehicles, and the step of determining the driving risk level according to the relative driving state information of the rear vehicle and the safe distance estimation includes:

and determining the driving risk level according to the magnitude relation between the safety vehicle distance estimation and the relative vehicle distance and the magnitude relation between the relative speed acceleration and the preset acceleration threshold value.

The processor of the embodiment of the application is also used for determining the running risk level according to the magnitude relation between the safety vehicle distance estimation and the relative vehicle distance and the magnitude relation between the relative speed acceleration and the preset acceleration threshold value.

Specifically, to ensure the reliability of the driving risk level, the vehicle according to the embodiment of the present application may determine the driving risk level of the rear vehicle with respect to the host vehicle based on the driving intention of the driver of the rear vehicle and the distance between the rear vehicle and the host vehicle.

It is understood that the relative acceleration of the rear vehicle with respect to the host vehicle may be understood as the driving intention of the rear vehicle driver, and the higher the relative acceleration, the more obvious the accelerating intention of the rear vehicle driver is, and the higher the risk of causing a rear-end collision accident is. Therefore, the embodiment of the application can determine the running risk of the rear vehicle to the own vehicle according to the magnitude relation between the relative acceleration of the rear vehicle to the own vehicle and the preset acceleration threshold value.

It will also be appreciated that in the event that the safe distance estimate is less than the relative distance of the rear vehicle to the host vehicle, the risk of collision with the host vehicle after braking of the rear vehicle is high. And in the case that the safe vehicle distance estimation is larger than or equal to the relative distance between the rear vehicle and the vehicle, the risk of collision between the rear vehicle and the vehicle after braking is lower.

In one example, the driving risk level includes zero, first, second, and third levels. The acceleration threshold includes a first deceleration threshold, a second deceleration threshold, a third deceleration threshold, a fourth deceleration threshold, a fifth deceleration threshold, and a sixth deceleration threshold.

Further, when the relative distance between the rear vehicle and the host vehicle is D _RelaVeh, the safe vehicle distance is estimated to be D _Safe, and the relative acceleration between the rear vehicle and the host vehicle is R _VehAcc, there are:

when (D _RelaVeh＞2*D_Safe) is satisfied, the running risk level is zero.

When (D _RelaVeh＜1.8*D_Safe) is satisfied, the running risk level is first order. If R _VehAcc is smaller than the first deceleration threshold during the satisfying period (D _RelaVeh＜1.8*D_Safe), the following vehicle is decelerated, and the running risk level is adjusted down to zero, and if R _VehAcc is larger than the second deceleration threshold during the satisfying period (D _RelaVeh＜1.8*D_Safe), the magnitude relation between D _RelaVeh and D _Safe is continuously detected.

When (D _RelaVeh＜1.5*D_Safe) is satisfied, the running risk level is second level. If R _VehAcc is smaller than the third deceleration threshold value during the satisfying period of (D _RelaVeh＜1.5*D_Safe), the following vehicle is decelerated, and the running risk level is adjusted down to one step, and if R _VehAcc is larger than the fourth deceleration threshold value during the satisfying period of (D _RelaVeh＜1.5*D_Safe), the magnitude relation between D _RelaVeh and D _Safe is continuously detected.

When (D _RelaVeh＜1.2*D_Safe) is satisfied, the running risk level is three-level. If R _VehAcc is smaller than the fifth deceleration threshold value during the satisfying period (D _RelaVeh＜1.2*D_Safe), the following vehicle is decelerated, and the running risk level is adjusted down to the level of the following vehicle, and if R _VehAcc is larger than the sixth deceleration threshold value during the satisfying period (D _RelaVeh＜1.2*D_Safe), the magnitude relation between D _RelaVeh and D _Safe is continuously detected.

When (D _RelaVeh＜*D_Safe) is satisfied, the running risk level is four.

In certain embodiments of the present application, step 02 comprises:

The processor of the embodiment of the application is also used for determining the state of the target part according to the running risk level.

Specifically, in order to ensure the safety of the driver and the rear driver, the vehicle in the embodiment of the application can determine the state of the target part according to the running risk level.

It is understood that the target component may refer to a particular device or devices in the vehicle. The state of the component is understood to be the state of the component such as opening and closing.

It is also understood that the states of the target component and the target component can be set according to actual situations.

Alternatively, in some embodiments of the present application, the state of the target component includes at least one of an on-off state, a luminance state, and a flicker frequency state of the vehicle rear light-emitting device.

That is, the vehicle of the embodiment of the present application may prompt the driver of the rear vehicle by whether or not the rear light emitting device (e.g., tail lamp, double flash lamp) emits light, the light emitting frequency, the light emitting intensity, etc.

Optionally, in some embodiments of the present application, the target component includes a vehicle rear display component mounted at a rear outside of the vehicle cabin, and the state of the target component includes an open-closed state of the vehicle rear display component and/or an enabled state of displaying the first preset prompting message.

That is, the vehicle of the embodiment of the present application may prompt the driver of the rear vehicle by displaying whether the parts (such as the rear display screen 207 in fig. 2) are turned on or not and whether the first preset prompt information is displayed or not.

Optionally, in some embodiments of the present application, the target component includes an in-vehicle information feedback component mounted inside a cabin of the vehicle, and the state of the target component includes an open-closed state of the in-vehicle information feedback component and/or an enabled state of feedback of the second preset prompting information.

That is, the vehicle according to the embodiment of the application can prompt the driver and the passenger of the vehicle by whether the in-vehicle information feedback part (such as the central control display screen) is turned on or not and whether the second preset prompt information is fed back or not.

Optionally, the target component comprises an in-vehicle safety device mounted inside the vehicle cabin, and the state of the target component comprises an output power of the in-vehicle safety device.

That is, the vehicle of the embodiment of the present application can prompt the driver of the vehicle with the output power of the in-vehicle safety device (such as a seat belt).

That is, the vehicle according to the embodiment of the present application may prompt the driver of the vehicle by feeding back whether the parts (such as the vehicle sound box) are turned on or not and whether the third preset prompt information is played or not through the in-vehicle information.

It will be appreciated that the 4 components described above may be used alone or in combination. The specific use mode can be set according to actual conditions. Therefore, the embodiment of the application can realize various driving prompt modes based on the combined use of the parts in the step 4, such as frequency control of the tail double-flashing lamp, information display of the rear display screen and voice and pattern prompt of the central control display screen, and realize various prompt modes of pre-tightening through characters, light, voice and safety belts, thereby ensuring the perception of rear-end collision danger by the driver of the vehicle or the driver of the rear vehicle.

In addition, it can be further appreciated that the embodiment of the application can also realize the prompt for the driver of the vehicle based on other parts, such as the pretensioning of the safety belt.

In certain embodiments of the present application, step 02 comprises:

and controlling the vehicle to run so as to avoid the rear vehicle under the condition that the running risk level is greater than or equal to the preset level.

The processor of the embodiment of the application is also used for controlling the vehicle to run so as to avoid the rear vehicle under the condition that the running risk level is greater than or equal to the preset level.

That is, in order to ensure the safety of the driver and the rear driver, the vehicle according to the embodiment of the present application may perform operations such as lane changing and acceleration to avoid the rear vehicle when the running risk level is greater than or equal to the preset level, that is, when the running risk level of the rear vehicle to the vehicle is high.

In some embodiments of the present application, the step of controlling the vehicle to travel to avoid the rear vehicle when the travel risk level is greater than or equal to the preset level includes:

And controlling the vehicle to travel according to the avoidance control parameter to avoid the rear vehicle under the condition that the travel risk level is greater than or equal to the preset level, wherein the avoidance control parameter is determined according to the travel environment information.

The processor of the embodiment of the application is also used for controlling the vehicle to run according to the avoidance control parameter to avoid the rear vehicle under the condition that the running risk level is greater than or equal to the preset level, wherein the avoidance control parameter is determined according to the running environment information.

That is, the vehicle according to the embodiment of the present application may determine the avoidance control parameter according to the acquired traveling environment information, and execute the operation of the vehicle after avoidance according to the avoidance control parameter.

For example, referring again to fig. 2, in the case where the driving risk level is greater than or equal to the preset level, the vehicle may change lanes to lanes without vehicles when it is determined that the left or right lane is not in a vehicle, or accelerate when it is determined that the vehicle is not in a vehicle ahead, by the front camera 205 and the front radar 206 mounted on the outside of the vehicle body 200 and located in front of the vehicle body 200.

And under the condition that the running risk level is greater than or equal to the preset level and the vehicle is in an active avoidance working condition, controlling the vehicle to run so as to avoid the rear vehicle.

The processor of the embodiment of the application is also used for controlling the vehicle to run so as to avoid the rear vehicle under the condition that the running risk level is greater than or equal to the preset level and the vehicle is in the active avoidance working condition.

Specifically, considering that the driving operation automatically performed by the vehicle may conflict with the driving operation currently performed by the user, and further the performing effect of the post-avoidance vehicle is affected, in the embodiment of the application, the vehicle may perform the operation of the post-avoidance vehicle under the condition that the vehicle is confirmed to be capable of automatically performing the operation of the post-avoidance vehicle, that is, under the active avoidance working condition.

Optionally, in some embodiments of the present application, when the driving risk level is greater than or equal to a preset level and a preset avoidance control operation is not detected, the vehicle is in an active avoidance condition.

That is, when the vehicle does not detect the operation of stepping on the brake, turning the steering wheel, and the like performed by the user, it is determined that the user defaults that the vehicle can automatically perform the operation of avoiding the rear vehicle.

Optionally, referring to fig. 4, fig. 5, fig. 6 and fig. 7, fig. 4 is a schematic view of an application scenario in some embodiments of the present application, and fig. 5, fig. 6 and fig. 7 are schematic flow diagrams of a control method of a vehicle in some embodiments of the present application.

That is, as shown in fig. 5, the controller in the vehicle may receive signals transmitted by the sensors, such as the camera and the radar, to determine whether the early warning function is on, so as to determine whether the state of the target component (such as the double flash) may be set, and/or whether the operation of the vehicle after the active avoidance may be performed, and when the state setting of the target component and the operation of the vehicle after the active avoidance may be performed, may send a control signal to the corresponding controller to implement.

Specifically, as shown in fig. 5, 6 and 7, in the embodiment of the present application, the controller in the vehicle may receive signals transmitted by sensors such as a camera and a radar, determine an environmental image, a speed of the rear vehicle, a distance D _RelaVeh of the rear vehicle relative to the vehicle, and receive data transmitted by the bus to determine the speed of the vehicle.

The collected and received individual data is then processed. And analyzing the environment image to determine whether the vehicle, the appearance attribute of the rear vehicle, the road surface type of the current running road surface and the current weather exist. For another example, the information such as the speed and the relative distance of the rear vehicle can be filtered and denoised, and then the speed of the own vehicle transmitted by the bus is subtracted from the speed of the rear vehicle to obtain the relative speed.

Then, the database is stored with the relative speed information of different front and rear vehicles and the distance information corresponding to different vehicle shape information, so the database is queried to obtain the distance parameters based on the relative speed of the rear vehicle relative to the vehicle and the shape attribute of the rear vehicle. Meanwhile, a road surface friction coefficient is determined according to a road surface type of a previously determined current running road surface, and a weather effect coefficient is determined according to a previously determined current weather. And multiplying the distance parameter, the road friction coefficient, the weather influence coefficient and the preset redundancy coefficient to obtain the safe vehicle distance estimation D _Safe.

Further, when (D _RelaVeh＞2*D_Safe) is satisfied, the driving risk level is zero, which indicates that there is no rear-end collision risk, the early warning function is turned off, and all the components operate in a default manner. Otherwise, if (D _RelaVeh＞2*D_Safe) is not satisfied, the early warning avoidance function is started, and at this time, the RCW (Rear Collision Warning, rear collision early warning) function indicator lights emit light, and the relative vehicle speed of the rear vehicle with respect to the host vehicle is derived to obtain the relative acceleration R _VehAcc.

When (D _RelaVeh＜1.8*D_Safe) is met, the driving risk level (or early warning state) is the first level, at the moment, the rear taillight and the double flashing are both started, and the first prompt information such as 'please pay attention to the safe distance between vehicles' is displayed behind the vehicle.

Further, if R _VehAcc is less than the first deceleration threshold during the satisfaction period of (D _RelaVeh＜1.8*D_Safe), it indicates that the rear driver is prompted to decelerate, and thus the driving risk level is turned down to zero, and the rear taillight, double flashing, and rear display are turned off.

Correspondingly, if R _VehAcc is greater than the second deceleration threshold during the satisfying period of (D _RelaVeh＜1.8*D_Safe), the magnitude relation between D _RelaVeh and D _Safe is continuously detected.

When (D _RelaVeh＜1.5*D_Safe) is met, the driving risk level (or early warning state) is two-level, at the moment, the flicker frequencies of the back tail lamp and the double flashing are increased, and meanwhile, the back display screen feeds back second preset prompting information such as 'please pay attention to braking', and the in-vehicle voice system sends out voice prompt to prompt a driver that the back vehicle has rear-end collision risk, and please pay attention to avoiding.

Further, if R _VehAcc is smaller than the third deceleration threshold value during the satisfaction period of (D _RelaVeh＜1.5*D_Safe), it indicates that there is a deceleration intention of the following driver, and thus the running risk level is down-regulated to one level.

Correspondingly, if R _VehAcc is greater than the fourth deceleration threshold during the satisfying period of (D _RelaVeh＜1.5*D_Safe), the magnitude relation between D _RelaVeh and D _Safe is continuously detected.

When (D _RelaVeh＜1.2*D_Safe) is met, the driving risk level (or early warning state) is three-level, and the voice system in the vehicle can be controlled to send out voice prompts to prompt the driver to prepare to avoid the rear vehicle on the basis of the second-level early warning state, and meanwhile, the safety belt is pre-tightened.

Further, if R _VehAcc is smaller than the fifth deceleration threshold during the satisfaction period of (D _RelaVeh＜1.2*D_Safe), it indicates that the following vehicle is decelerating, and thus the running risk level is down-regulated to the second level.

Correspondingly, if R _VehAcc is greater than the sixth deceleration threshold during the satisfying period of (D _RelaVeh＜1.2*D_Safe), the magnitude relation between D _RelaVeh and D _Safe is continuously detected.

When (D _RelaVeh＜D_Safe) is met, the driving risk level (or early warning state) is four, at the moment, the automatic vehicle avoidance system detects parts such as a steering wheel, a brake and an accelerator of the vehicle so as to judge whether the driver executes avoidance operation, and if no vehicle starts the automatic emergency avoidance system, the automatic vehicle avoidance system is started.

Under the condition that an automatic emergency avoidance system is started, the vehicle can sense the current surrounding environment of the vehicle through a front camera and a side radar, and forward acceleration, left lane change and right lane change avoidance are realized by calculating the avoidance direction.

It can be appreciated that the embodiment of the application can realize early warning of different safety levels and active avoidance of the vehicle based on the logic judgment based on the D _RelaVeh and the D _Safe.

Alternatively, in some embodiments of the present application, if the driver wants to end the automatic emergency avoidance system, a preset operation such as a spot brake may be performed.

It will be appreciated that 2, 1.8, 1.5, 1.2 above may vary according to the actual circumstances.

The embodiment of the application also provides electronic equipment, which comprises the control device.

The embodiment of the application also provides a vehicle which comprises the electronic equipment or the control device.

The embodiment of the application also provides a computer readable storage medium storing a computer program which, when executed by one or more processors, implements the method for controlling a vehicle described above.

In the description of the present specification, reference to the terms "specifically," "further," "particularly," "understandably," and the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In the present specification, schematic representations of the above terms are not intended to refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and further implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present application.

While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. A control method of a vehicle, characterized by comprising:

controlling the vehicle according to the running risk level of the rear vehicle relative to the vehicle;

the method further comprises the steps of:

determining the driving risk level according to relative driving state information and safe vehicle distance estimation of the rear vehicle relative to the vehicle, wherein the relative driving state information and the safe vehicle distance estimation are determined according to the first driving state information and the driving environment information, the relative driving state information comprises relative acceleration and relative vehicle distance, the safe vehicle distance estimation is determined according to distance parameters, and the distance parameters are used for indicating the moving distance of the rear vehicle relative to the vehicle in the process that the vehicle speed of the rear vehicle is gradually reduced until the rear vehicle is stationary relative to the vehicle;

The controlling the vehicle according to the running risk level of the rear vehicle relative to the vehicle includes:

when the running risk level meets the first level, controlling a back taillight and a hazard warning flash lamp to be turned on to emit light, and controlling a vehicle rear display part arranged at the rear outside of a vehicle cabin to display first prompt information;

Under the condition that the running risk level meets the second level, controlling the luminous frequency of a back taillight and a hazard warning flash lamp to rise, controlling the rear display part of the vehicle to display second prompt information, and controlling an in-vehicle voice system to feed back third prompt information to a target object in a vehicle cabin;

When the driving risk level meets a third level, maintaining the luminous frequency of the back taillight and the dangerous alarm flash lamp, controlling the rear display part of the vehicle to maintain the display of the second prompt information, controlling the in-vehicle voice system to feed back fourth prompt information to the target object, and controlling the pre-tightening of the safety belt;

And controlling the vehicle to run so as to avoid the rear vehicle under the condition that the running risk level meets the fourth level and the preset avoidance control operation is not detected.

2. The method of claim 1, wherein the travel environment information includes second travel state information of the rear vehicle, the relative travel state information including relative acceleration, the method further comprising:

3. The method of claim 2, wherein the first travel state information includes a first vehicle speed and the second travel state information includes a second vehicle speed, the determining the relative acceleration based on the first travel state information and the second travel state information comprising:

4. A method according to claim 3, wherein the driving environment information comprises an image of the environment outside the vehicle cabin, the method further comprising:

5. The method of claim 4, wherein the profile attribute comprises a vehicle height and/or a vehicle model.

6. The method of claim 4, wherein determining the safe distance estimate based on the relative vehicle speed, a road friction parameter of a current driving road surface, and an appearance attribute of the rear vehicle comprises:

7. The method of claim 6, wherein determining the safe distance estimate based on the relative vehicle speed, the road surface friction parameter, the profile attribute, and a preset correspondence comprises:

8. The method according to claim 4, wherein the method further comprises:

9. The method of claim 8, wherein the road surface friction coefficient is determined from the target road surface type and a preset friction coefficient-road surface type correspondence.

10. The method of claim 8, wherein the weather effect coefficient is determined based on a correspondence between the current weather and a predetermined weather type-effect coefficient.

11. The method of claim 1, wherein the determining the travel risk level based on the relative travel state information of the rear vehicle with respect to the vehicle and a safe distance estimate comprises:

And determining the driving risk level according to the magnitude relation between the safety distance estimation and the relative distance and the magnitude relation between the relative acceleration and a preset acceleration threshold value.

12. A control device comprising a memory and a processor, the memory having stored therein a computer program which, when executed by the processor, implements the method of any of claims 1-11.

13. An electronic device comprising the control apparatus of claim 12.

14. A vehicle comprising the control device according to claim 12, or comprising the electronic apparatus according to claim 13.

15. A computer readable storage medium, characterized in that the computer readable storage medium stores a computer program which, when executed by one or more processors, implements the method of any of claims 1-11.