An automatic emergency brake testing system and method

Abstract

The application relates to an automatic emergency braking test system and a test method, and relates to the technical field of automatic emergency braking test. A virtual traffic scene is generated by a real-time simulation machine, the virtual traffic scene is connected to a driving simulation-in-the-loop test subsystem where a driver is located, operation information taken by the driver is obtained, a sensor-in-the-loop test subsystem is introduced, a perspective of the virtual traffic scene facing a to-be-tested sensor used by a to-be-tested AEB system is simulated and adjusted, an obstacle signal in the virtual traffic scene is collected, and the real-time simulation machine is used to obtain the influence of hardware related to the tested AEB, such as cockpit operation, sensors, braking system hardware, driver collision avoidance operation and pedestrian emergency behavior, on the working of the AEB system in the test, so that the test is more comprehensive, the reliability and the credibility of the test result are higher, and the defects that the AEB system test mode using model simulation is difficult to truly test the influence of key hardware characteristics on the working effect of the AEB system are overcome.

Description

Technical Field

[0001] This invention relates to the technical field of automatic emergency braking testing, and more specifically, to an automatic emergency braking testing system and testing method. Background Technology

[0002] Currently, automotive active safety technologies are becoming increasingly sophisticated. Automatic Emergency Braking (AEB) is considered one of the most effective active safety systems available at present, capable of preventing collisions caused by driver negligence or abnormal emergency braking by the vehicle in front. The AEB system uses radar to measure the distance to the vehicle in front or an obstacle. Then, using a data analysis unit, it compares the measured distance with a warning distance and a safe distance. If the distance is less than the warning distance, a warning is issued. If the distance is less than the safe distance, even if the driver has not had time to apply the brake pedal, AEB will activate, automatically braking the vehicle to ensure safe travel.

[0003] In the development of AEB systems, model simulation is usually used to test the AEB system. This testing method is difficult to realistically test the impact of key hardware characteristics on the system's performance. Moreover, most of the test plans involved in the testing process are carried out under the premise of planning the driving path of the vehicle under test and the movement path of the target object, and cannot evaluate the actions taken by the driver before the collision occurs.

[0004] In summary, the test results of the current automatic emergency braking test method are rather one-sided, have low credibility, and are unreliable. Summary of the Invention

[0005] One objective of this invention is to provide an automatic emergency braking test system to solve the problem of incomplete testing in current automatic emergency braking test methods and improve the credibility and reliability of test results; another objective is to provide an automatic emergency braking test method that is comprehensive and easy to implement.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] An automatic emergency braking test system includes:

[0008] The driving simulation-in-the-loop testing subsystem is used to simulate the vehicle under test driving in a virtual traffic scenario and transmit the driver's operation information to the real-time simulator.

[0009] The sensor-in-the-loop testing subsystem is equipped with the sensor under test used in the AEB system. It is used to adjust the perspective of the sensor under test in the virtual traffic scene and transmit the obstacle signals detected by the sensor under test to the real-time simulator.

[0010] The braking-in-the-loop test subsystem is equipped with the underlying brake-by-wire system and its controller of the AEB system. Based on the target braking signal, it controls the underlying brake-by-wire system of the AEB system to start working, outputs the actual braking signal, and transmits the actual braking signal to the real-time simulator.

[0011] A real-time simulator is used to generate virtual traffic scenarios, run the AEB system in the virtual traffic scenarios, and determine whether the AEB system passes the test.

[0012] Based on the aforementioned technical methods, the shortcomings of using model simulation methods in realistically testing the impact of key hardware characteristics on the performance of AEB systems are overcome. A real-time simulator generates virtual traffic scenarios, which are then integrated into the driver's driving simulation-in-the-loop testing subsystem to acquire driver operation information. Simultaneously, a sensor-in-the-loop testing subsystem is introduced to simulate and adjust the viewing angle of the sensors used by the AEB system under test within the virtual traffic scenario, and to collect obstacle signals within the virtual traffic scenario. Using the real-time simulator, the impact of hardware related to the tested AEB system, such as cockpit operations, sensors, braking system hardware (lower-level actuators, controllers, master cylinders, wheel cylinders, etc.), and driver collision avoidance maneuvers, on the AEB system's operation during automatic emergency braking tests is obtained. This results in a more comprehensive test with higher credibility and reliability. Furthermore, when determining whether the AEB test passes, the compatibility and consistency of the hardware and software of the tested AEB system can be verified to a certain extent.

[0013] Furthermore, the driving simulation-in-the-loop testing subsystem includes: a closed cockpit, a first virtual reality observation device loaded with a virtual traffic scene, and a driving simulator set in the closed cockpit. The driver enters the closed cockpit, wears the first virtual reality observation device, observes the virtual traffic scene through the first virtual reality observation device, and operates the driving simulator.

[0014] Based on the aforementioned technical means, the first virtual reality observation device is used as the loading device for the virtual traffic scene to transmit the driver's first-person perspective in the virtual traffic scene. This combination of virtual and real methods makes the driver feel as if they are in a real natural scene. Moreover, the enclosed cockpit can isolate the driver from the influence of external sound and light, making the driver operation information transmitted by the driving simulation in-the-loop test subsystem more reliable during the test.

[0015] Furthermore, the sensor-in-the-loop testing subsystem also includes: a display and a rotating lifting platform. The display is used to show the first view of the sensor under test in a virtual traffic scene. The sensor under test is installed on the rotating lifting platform to identify obstacles in the screen where the first view is displayed on the display and generate obstacle signals. The rotating lifting platform rotates and / or lifts to simulate the change of the first view when the vehicle under test moves laterally or vertically.

[0016] Furthermore, the rotating lifting platform includes a second drive motor, a gear and rack transmission mechanism, a rotating platform, a gear transmission pair, a first drive motor, and a lifting platform. The first drive motor drives the rotating platform to rotate through the gear transmission pair, and the second drive motor drives the lifting platform to move vertically through the gear and rack transmission mechanism.

[0017] Furthermore, the obstacle signal includes the obstacle, the relative distance signal between the vehicle under test and the obstacle.

[0018] Based on the above technical means, the hardware part corresponding to the sensor under test in the sensor-in-the-loop test subsystem is made to better match the actual hardware function of the AEB system during the test process, and the transmitted obstacle signal is more reliable.

[0019] Furthermore, after receiving driver operation information and obstacle signals, the real-time simulator outputs a target braking signal.

[0020] Furthermore, the real-time simulator includes: a virtual traffic scene generation module, a data acquisition and transmission module, a target braking pressure output module, a vehicle dynamics model module, and an AEB system test and analysis module. The virtual traffic scene generation module generates virtual traffic scenes and transmits them to the driving simulation-in-the-loop test subsystem and the sensor-in-the-loop test subsystem via the data acquisition and transmission module. The real-time simulator receives driver operation information transmitted from the driving simulation-in-the-loop test subsystem and obstacle signals transmitted from the sensor-in-the-loop test subsystem via the data acquisition and transmission module, and transmits them to the AEB system test and analysis module. The AEB system test and analysis module is loaded with a target braking pressure calculation algorithm. The target braking signal is calculated based on driver operation information and obstacle signals. The target braking signal is then output to the braking-in-the-loop test subsystem via the target braking pressure output module. The braking-in-the-loop test subsystem outputs the actual braking signal. The vehicle dynamics model module contains a vehicle dynamics model. The actual braking signal and driver operation information are transmitted to the vehicle dynamics model module via the data acquisition and transmission module. The vehicle dynamics model module calculates the trajectory of the vehicle under test based on the vehicle dynamics model and transmits it to the AEB system test analysis module. The AEB system test analysis module determines whether the vehicle under test has collided with the obstacle based on the vehicle trajectory, thereby confirming whether the AEB system has passed the test.

[0021] Furthermore, if the vehicle under test collides with an obstacle, the AEB system fails the test; if the vehicle under test does not collide with an obstacle, the AEB system passes the test.

[0022] Furthermore, the vehicle dynamics model is constructed based on the vehicle parameters carried by the AEB system.

[0023] Furthermore, the braking-in-the-loop test subsystem also includes: a bottom-level controller, a bottom-level driver, a brake system under test, and a power supply, wherein the power supply supplies power to the bottom-level driver; the target braking signal output by the real-time simulator is input to the bottom-level controller, the bottom-level controller outputs a drive signal to the bottom-level driver according to the target braking signal, and the bottom-level driver outputs a control signal to the brake system under test according to the drive signal, thereby controlling the brake system under test to start working and output the actual braking signal.

[0024] Furthermore, the brake-by-wire system under test also transmits the actual braking signal back to the underlying controller.

[0025] Furthermore, the braking signal is a braking pressure signal.

[0026] Furthermore, the system also includes a pedestrian behavior tracking subsystem, which is used to locate pedestrians in the virtual traffic scene, generate pedestrian emergency behavior trajectories, and transmit them to the real-time simulator.

[0027] Based on the above technical means, in addition to considering the integration of virtual traffic scenarios into the driver's driving simulation loop test subsystem to obtain the driver's operation information, and the introduction of the sensor-in-the-loop test subsystem to simulate and adjust the perspective of the sensor under test in the virtual traffic scenario and collect obstacle signals in the virtual traffic scenario, the impact of pedestrian emergency behavior on the AEB system in traffic scenarios with pedestrians is also considered. A pedestrian behavior tracking subsystem is added to the AEB system test, making the test more comprehensive and increasing the credibility of the test results.

[0028] Furthermore, the pedestrian behavior tracking subsystem includes: a second virtual reality observation device loaded with a virtual traffic scene and a positioning base station. Pedestrians wear the second virtual reality observation device, observe the virtual traffic scene through the second virtual reality observation device, and walk in a closed test area. The positioning base station locates the second virtual reality observation device and generates the pedestrian's emergency behavior trajectory.

[0029] Based on the aforementioned technical means, a second virtual reality observation device is used as a loading device for the virtual traffic scene to transmit the pedestrian's first-person perspective in the virtual traffic scene. By adopting a combination of virtual and real methods, the pedestrian is made to feel as if they are in a real natural walking scene. Moreover, a positioning base station is used to locate the pedestrian's behavior and generate a trajectory, which is not a single-point signal of a specific location. This makes the pedestrian emergency behavior trajectory transmitted by the pedestrian behavior tracking subsystem more reliable during the test.

[0030] Furthermore, after receiving driver operation information, pedestrian emergency behavior trajectories, and obstacle signals, the real-time simulator outputs a target braking signal.

[0031] Furthermore, the real-time simulator calculates the target braking signal based on driver operation information, pedestrian emergency behavior trajectory, and obstacle signal, and outputs the target braking signal to the brake-in-the-loop test subsystem. The brake-in-the-loop test subsystem outputs the actual braking signal. The real-time simulator receives the actual braking signal, driver operation information, and pedestrian emergency behavior trajectory, calculates the trajectory of the vehicle under test, and determines whether the vehicle under test collides with the obstacle based on the vehicle trajectory, thereby confirming whether the AEB system passes the test.

[0032] An automatic emergency braking test method includes the following steps:

[0033] Real-time simulators construct virtual traffic scenarios;

[0034] The driving simulation-in-the-loop test subsystem simulates the vehicle under test driving in a virtual traffic scenario and transmits the driver's operation information to the real-time simulator.

[0035] The sensor-in-the-loop testing subsystem monitors obstacles in a virtual traffic scenario and transmits obstacle signals to a real-time simulator.

[0036] After receiving driver operation information and obstacle signals, the real-time simulator outputs a target braking signal based on the driver operation information and obstacle signals.

[0037] The braking-in-the-loop test subsystem outputs the actual braking signal based on the target braking signal output by the real-time simulator, and then transmits the actual braking signal back to the real-time simulator.

[0038] Based on obstacle signals, driver operation information, and actual braking signals, the real-time simulator determines whether the vehicle under test has collided with the obstacle and confirms whether the AEB system has passed the test.

[0039] Based on the aforementioned technical methods, a virtual traffic scenario is generated using a real-time simulator. This virtual scenario is then integrated with the driver's input to obtain their operational information. Simultaneously, a sensor-in-the-loop testing subsystem is introduced to simulate and adjust the viewing angle of the sensors used in the AEB system under test within the virtual traffic scenario, and to collect obstacle signals within the virtual scenario. The real-time simulator is then used to determine the impact of hardware related to the AEB system under test, such as cockpit operations, sensors, braking system hardware (underlying actuators, controllers, master cylinders, wheel cylinders, etc.), and driver collision avoidance maneuvers, on the AEB system's operation during automatic emergency braking testing. This results in a more comprehensive test with higher credibility and reliability. Furthermore, when determining whether the AEB test passes, the system can also verify the compatibility and consistency of the hardware and software of the AEB system under test to a certain extent.

[0040] Preferably, the method further includes:

[0041] When pedestrians are walking in the test area, the pedestrian behavior tracking subsystem is also used to locate pedestrians in the virtual traffic scene, generate pedestrian emergency behavior trajectories, and transmit them to the real-time simulator.

[0042] After receiving driver operation information, obstacle signals, and pedestrian emergency behavior trajectories, the real-time simulator outputs a target braking signal.

[0043] The braking-in-the-loop test subsystem outputs the actual braking signal based on the target braking signal output by the real-time simulator, and transmits the actual braking signal to the real-time simulator.

[0044] Based on the actual braking signal, the real-time simulator determines whether the vehicle under test has collided with the pedestrian and confirms whether the AEB system has passed the test.

[0045] Based on the above technical means, in addition to considering the integration of virtual traffic scenarios with drivers to obtain the operational information taken by drivers, and introducing a sensor-in-the-loop test subsystem to simulate and adjust the perspective of the sensors under test in the virtual traffic scenario and collect obstacle signals in the virtual traffic scenario, the impact of pedestrians' emergency behaviors on AEB testing in traffic scenarios with pedestrians is also considered, making the test more comprehensive and increasing the credibility of the test results.

[0046] Furthermore, the braking signal is a braking pressure signal.

[0047] Furthermore, the real-time simulator is equipped with a vehicle dynamics model, which is established based on the vehicle parameters of the AEB system. The actual braking signal is input to the vehicle dynamics model of the real-time simulator, and the vehicle dynamics model calculates the vehicle trajectory based on the actual braking signal. The real-time simulator determines whether the vehicle under test has collided based on the vehicle trajectory and confirms whether the AEB system has passed the test.

[0048] The beneficial effects of this invention are:

[0049] This invention proposes an automatic emergency braking (AEB) testing system and method. It uses a real-time simulator to generate a virtual traffic scenario, which is then integrated into a driver simulation-in-the-loop testing subsystem to acquire driver input. Simultaneously, a sensor-in-the-loop testing subsystem is introduced to simulate and adjust the viewing angle of the sensors used by the AEB system under test within the virtual traffic scenario, and to collect obstacle signals. The real-time simulator is used to determine the impact of hardware related to the AEB system, such as cockpit operations, sensors, braking system hardware (lower-level drivers, controllers, master cylinders, wheel cylinders, etc.), and driver collision avoidance maneuvers, on the AEB system's operation. This invention also considers pedestrian-involved traffic scenarios, where pedestrians may exhibit emergency behaviors. By incorporating these behaviors into the AEB testing system and method, the testing is more comprehensive, resulting in higher reliability and credibility. This overcomes the limitation of traditional model simulation-based AEB system testing, which struggles to realistically test the impact of key hardware characteristics on the AEB system's performance. Furthermore, when determining whether an AEB test passes, this invention can also verify the compatibility and consistency of the hardware and software of the AEB system under test to a certain extent. Attached Figure Description

[0050] Figure 1 This is a schematic diagram illustrating one component of the automatic emergency braking test system proposed in this embodiment of the invention.

[0051] Figure 2 This is a schematic diagram of the structure of the driving simulation-in-the-loop testing subsystem proposed in this embodiment of the invention;

[0052] Figure 3 This is a schematic diagram of the sensor-in-the-loop testing subsystem proposed in this embodiment of the invention;

[0053] Figure 4 This diagram illustrates the structural composition of the real-time simulator proposed in this embodiment of the invention.

[0054] Figure 5 This is a schematic diagram of the braking-in-the-loop test subsystem proposed in this embodiment of the invention;

[0055] Figure 6 This diagram illustrates the feedback block diagram of the linear control braking system in the braking-in-the-loop test subsystem proposed in this embodiment of the invention.

[0056] Figure 7 This is a schematic diagram showing another component of the automatic emergency braking test system proposed in this embodiment of the invention;

[0057] Figure 8 This is a schematic diagram showing the structure of the pedestrian behavior tracking subsystem proposed in this embodiment of the invention;

[0058] Figure 9 This is a flowchart illustrating the overall process of the automatic emergency braking test method proposed in this embodiment of the invention.

[0059] Figure 10 This is a flowchart illustrating the specific process of the automatic emergency braking test method proposed in this embodiment of the invention.

[0060] Figure 11 This is a flowchart illustrating the specific process of the automatic emergency braking test method considering pedestrians proposed in this embodiment of the invention.

[0061] Figure 12 A schematic diagram illustrating the CCRm test conditions proposed in this embodiment of the invention;

[0062] Figure 13 This is a schematic diagram of the first scenario of the CVFA test conditions proposed in this embodiment of the invention;

[0063] Figure 14 This is a schematic diagram of the second scenario of the CVFA test conditions proposed in the embodiments of the present invention.

[0064] The system comprises: 1-Driving simulation-in-the-loop testing subsystem; 2-Sensor-in-the-loop testing subsystem; 3-Brake-in-the-loop testing subsystem; 4-Real-time simulator; 5-Pedestrian behavior tracking subsystem; 11-Closed cockpit; 12-First virtual reality observation device; 111-Driving simulator; 112-Steering wheel; 113-Steering wheel angle sensor; 114-Steering load simulation motor; 115-Brake pedal; 116-Brake pedal opening sensor; 117-Accelerator pedal; 118-Accelerator pedal opening sensor; 119-Brake pedal feel simulator; 110-Accelerator pedal feel simulator; 21-Display; 22-Rotating lifting platform; 23-Sensor under test; 224-Second drive motor; 225-Gear. 226-Rotating platform; 227-Gear transmission pair; 228-First drive motor; 229-Lifting platform; 31-Bottom controller; 32-Bottom driver; 33-Test-bearing linear control braking system; 34-Power supply; 331-Servo motor; 332-Master cylinder pressure sensor; 333-Brake master cylinder; 334-Hydraulic pipeline; 335-Brake wheel cylinder; 336-Wheel cylinder pressure sensor; 41-Virtual traffic scene generation module; 42-Data acquisition and transmission module; 43-Target braking pressure output module; 44-Vehicle dynamics model module; 45-AEB system test and analysis module; 51-Second virtual reality observation equipment; 52-Positioning base station; 53-Test site; 54-Fixed bracket. Detailed Implementation

[0065] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0066] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0067] like Figure 1 As shown, this embodiment proposes an automatic emergency braking test system, see [link to documentation]. Figure 1 The system includes: a driving simulation-in-the-loop testing subsystem 1, a sensor-in-the-loop testing subsystem 2, a braking-in-the-loop testing subsystem 3, and a real-time simulator 4. The driving simulation-in-the-loop testing subsystem 1 simulates the vehicle under test driving in a virtual traffic scenario and transmits driver operation information to the real-time simulator. The virtual traffic scenario is generated by the simulator. The sensor-in-the-loop testing subsystem 2 is equipped with the AEB system under test sensor 23. The AEB system referred to here is the AEB system under test. The sensor-in-the-loop testing subsystem 2 is used to adjust the viewing angle of the sensor under test sensor 23 in the virtual traffic scenario and transmit obstacle signals detected by the sensor under test sensor 23 to the real-time simulator 4. In this embodiment, obstacle signals include obstacles, the relative distance signal between the vehicle under test and obstacles, and the vehicle under test is equipped with the AEB system under test. Obstacles can refer to stationary objects or target vehicles traveling alongside the vehicle under test. The Braking-in-the-Loop (BIL) test subsystem 3 is equipped with the underlying brake-by-wire system and its controller of the AEB system. Based on the target braking signal, the BIL test subsystem 3 controls the underlying brake-by-wire system of the AEB system to start operating, outputting an actual braking signal, which is then transmitted to the real-time simulator 4. The real-time simulator 4 runs the AEB system, generates virtual traffic scenarios, and runs the AEB system within these scenarios, determining whether the AEB system passes the test. In this embodiment, the braking signal is a braking pressure signal.

[0068] This embodiment uses a real-time simulator 4 to generate a virtual traffic scenario. This virtual traffic scenario is then integrated into the driver simulation-in-the-loop testing subsystem 1, which acquires the driver's operational information. Simultaneously, a sensor-in-the-loop testing subsystem 2 is introduced to simulate and adjust the viewing angle of the sensor 23 used by the AEB system under test within the virtual traffic scenario, and to collect obstacle signals. The real-time simulator 4 is used to determine the impact of hardware related to the tested AEB system, such as cockpit operations, sensors, braking system hardware (lower-level drivers, controllers, master cylinders, wheel cylinders, etc.), and driver collision avoidance maneuvers, on the AEB system's operation during the automatic emergency braking test. This results in a more comprehensive test with higher credibility and reliability, overcoming the shortcomings of using model simulation for AEB system testing, which struggles to realistically test the impact of key hardware characteristics on system performance. Furthermore, when determining whether the AEB test passes, it can also verify the compatibility and consistency of the hardware and software of the tested AEB system to a certain extent.

[0069] See Figure 2 The driving simulation-in-the-loop testing subsystem 1 includes: a closed cockpit 11, a first virtual reality observation device 12 loaded with a virtual traffic scene, and a driving simulator 111 set inside the closed cockpit 11. The driver enters the closed cockpit 11, wears the first virtual reality observation device 12, observes the virtual traffic scene through the first virtual reality observation device 12, and operates the driving simulator 111. At this time, the first virtual reality observation device 12 serves as the loading device for the virtual traffic scene, transmitting the driver's first-person perspective within the virtual traffic scene. This combination of virtual and real elements makes the driver feel as if they are in a real natural scene. In this embodiment, the driver can be an actual driving operator recruited according to the actual situation, or an intelligent driving operator, such as a robot.

[0070] like Figure 2 As shown, the enclosed cockpit 11 also includes a steering wheel 112, a steering wheel angle sensor 113, a steering load simulation motor 114, a brake pedal 115, a brake pedal opening sensor 116, an accelerator pedal 117, an accelerator pedal opening sensor 118, a brake pedal feel simulator 119, and an accelerator pedal feel simulator 110.

[0071] The enclosed cockpit 11 isolates the driver from external sound and light, making the driver operation information transmitted by the driving simulation-in-the-loop test subsystem 1 during testing more reliable. In this embodiment, the driver wears a first virtual reality observation device 12, which transmits the driver's first-person perspective in a virtual traffic scene. The driver turns the steering wheel 112 to perform steering operations, and the steering wheel angle sensor 113 measures the input value of the driver's steering operation. The steering load simulation motor 114 simulates the road feel when the driver is steering. The driver performs braking operations through the brake pedal 115, and the brake pedal opening sensor 116 measures the driver's braking input value. The brake pedal feel driving simulator 119 simulates the driver's foot feel when braking. The driver performs driving operations through the accelerator pedal 117, and the accelerator pedal opening sensor 118 measures the input value of the driver's driving operation. The accelerator pedal feel simulator 110 provides feedback when the driver is driving.

[0072] See Figure 3 The sensor-in-the-loop testing subsystem 2 also includes: a display 21 and a rotating lifting platform 22. The display 21 is used to display the first-person view of the sensor under test 23 in a virtual traffic scenario, such as... Figure 3 As shown, the sensor under test 23 is installed on the rotating lifting platform 22 to identify obstacles in the first viewpoint displayed on the display 21 and generate obstacle signals; the rotating lifting platform 22 rotates and / or lifts to simulate the change of the first viewpoint when the vehicle under test moves laterally or vertically.

[0073] In this embodiment, the rotating lifting platform 22 is a two-degree-of-freedom sensor platform. The rotating lifting platform 22 includes a second drive motor 224, a rack and pinion transmission mechanism 225, a rotating platform 226, a gear transmission pair 227, a first drive motor 228, and a lifting platform 229. During implementation, the display 21 shows the first-person view of the sensor under test 23 in a virtual traffic scene. The first drive motor 228 drives the rotating platform 226 to rotate via the gear transmission pair 227, achieving deceleration and torque increase. The second drive motor 224 drives the lifting platform 229 to move vertically via the rack and pinion transmission mechanism 225, thereby simulating the change in the first-person view when the vehicle yaws or moves vertically. In specific implementation, through the above methods, the hardware part corresponding to the sensor under test 23 in the sensor-in-the-loop test subsystem 2 more closely matches the function of the relevant real hardware during AEB testing, and the transmitted obstacle signals are more reliable.

[0074] After receiving driver operation information and obstacle signals, the real-time simulator 4 outputs a target braking signal. (See also...) Figure 4In this embodiment, the real-time simulator 4 includes: a virtual traffic scene generation module 41, a data acquisition and transmission module 42, a target braking pressure output module 43, a vehicle dynamics model module 44, and an AEB system test and analysis module 45. The virtual traffic scene generation module 41 generates virtual traffic scenes and transmits them to the driving simulation-in-the-loop test subsystem 1 and the sensor-in-the-loop test subsystem 2 via the data acquisition and transmission module 42. The real-time simulator 4 receives driver operation information transmitted from the driving simulation-in-the-loop test subsystem 1 and obstacle signals transmitted from the sensor-in-the-loop test subsystem 2 via the data acquisition and transmission module 42, and transmits them to the AEB system test and analysis module 45. The AEB system test and analysis module 45 is loaded with a target braking pressure calculation algorithm, which calculates the target braking signal based on the driver operation information and obstacle signals. The target braking pressure output module 43 outputs the target braking signal to the brake-in-the-loop test subsystem 3, and the brake-in-the-loop test subsystem 3 outputs the actual braking signal. The vehicle dynamics model module 44 contains a vehicle dynamics model, which is constructed based on the vehicle parameters of the AEB system. In actual implementation, the vehicle dynamics model can be constructed using vehicle dynamics simulation software such as Carsim. The actual braking signal and driver operation information are transmitted to the vehicle dynamics model module 44 through the data acquisition and transmission module 42. The vehicle dynamics model module 44 calculates the trajectory of the vehicle under test using the vehicle dynamics model and transmits it to the AEB system test analysis module 45. The AEB system test analysis module 45 determines whether the vehicle under test collides with an obstacle based on the vehicle trajectory, thereby confirming whether the AEB system passes the test. If the vehicle under test collides with an obstacle, the AEB system fails the test; if the vehicle under test does not collide with an obstacle, the AEB system passes the test.

[0075] The structure of the braking-in-the-loop test subsystem proposed in this embodiment is as follows: Figure 5 As shown, see Figure 5 The braking-in-the-loop test subsystem 3 also includes: a bottom-level controller 31, a bottom-level driver 32, a brake system under test 33, and a power supply 34. The power supply 34 supplies power to the bottom-level driver 32 at a voltage of 12V. The target braking signal output from the real-time simulator 4 is input to the bottom-level controller 31. Based on the target braking signal, the bottom-level controller 31 outputs a drive signal to the bottom-level driver 32. Based on the drive signal, the bottom-level driver 32 outputs a control signal to the brake system under test 33, controlling the brake system under test 33 to start working and output the actual braking pressure. See also Figure 5The brake-by-wire system 33 under test includes a servo motor 331, a master cylinder pressure sensor 332, a master brake cylinder 333, a hydraulic line 334, a wheel cylinder 335, and a wheel cylinder pressure sensor 336. The target braking pressure signal output by the real-time simulator 4 is used by the bottom-level controller 31 to calculate a drive signal. This drive signal corresponds to the signal that drives the servo motor 331 within the brake-by-wire system 33. The bottom-level driver 31 outputs a control signal based on the drive signal. This control signal is the control current for the servo motor 331 within the brake-by-wire system 33, which is transmitted to the brake-by-wire system 33 to control the servo motor 331 to operate, thereby controlling the output of the actual braking pressure from the brake-by-wire system 33. The brake-by-wire system 33 also feeds back the actual braking pressure to the bottom-level controller. In this embodiment, the master cylinder pressure sensor 332 and the wheel cylinder pressure sensor 336 transmit the actual braking pressure back to the bottom-level controller 33. The feedback block diagram is shown below. Figure 6 As shown, see Figure 6 The actual braking pressure and target braking pressure signals fed back by the brake-by-wire system are superimposed and input to the bottom controller 31. The bottom controller uses PWM control and outputs a control signal to the bottom driver. Then, the bottom driver outputs a control current to the brake-by-wire system to achieve feedback control.

[0076] In this embodiment, the underlying controller 31 can be a subsystem preset controller or a dedicated underlying controller developed for the AEB system under test. The brake-in-the-loop test subsystem 3 can test the underlying controller while testing the AEB system.

[0077] Considering that drivers typically take emergency braking or steering maneuvers to avoid a collision, and pedestrians also exhibit emergency behaviors in traffic scenarios, these factors also affect the operation of the AEB system. Traditional AEB system testing often uses dummy modules to simulate pedestrian-involved traffic scenarios; however, dummy modules cannot reflect the emergency behaviors of pedestrians in real-world scenarios, such as reduced reaction speed or evasive maneuvers. Figure 7This is a schematic diagram of another automatic emergency braking test system proposed in this embodiment. In addition to the components mentioned in the previous embodiments, this automatic emergency braking test system also includes a pedestrian behavior tracking subsystem 5. The pedestrian behavior tracking subsystem 5 is used to locate pedestrians in a virtual traffic scenario, generate pedestrian emergency behavior trajectories, and transmit them to the real-time simulator 4. The pedestrian behavior tracking subsystem 5 is only used in test scenarios involving pedestrians. This embodiment, besides considering integrating the virtual traffic scenario into the driver's driving simulation-in-the-loop test subsystem to obtain the driver's operational information, and introducing a sensor-in-the-loop test subsystem to simulate and adjust the viewing angle of the sensor under test in the virtual traffic scenario and collect obstacle signals in the virtual traffic scenario, also considers the impact of pedestrian emergency behaviors on AEB testing in traffic scenarios involving pedestrians, introducing the pedestrian behavior tracking subsystem 5 to make the testing of the AEB automatic emergency braking system more comprehensive.

[0078] like Figure 8 As shown, in this embodiment, the pedestrian behavior tracking subsystem 5 includes: a second virtual reality observation device 51 loaded with a virtual traffic scene and a positioning base station 52. Pedestrians wear the second virtual reality observation device 51, observe the virtual traffic scene through the device, and walk in a closed test area 53. The second virtual reality observation device 51 serves as the loading device for the virtual traffic scene, transmitting the pedestrian's first-person perspective within the virtual traffic scene. This combination of virtual and real methods makes the pedestrian feel as if they are in a real, natural walking scene. See [link / reference]. Figure 8 The positioning base station is set on the fixed bracket 54. The positioning base station 52 positions the second virtual reality observation device 51, which is worn by the pedestrian. Therefore, the pedestrian can be located. Based on the positioning of most continuous points, rather than the single point signal of a specific location, the pedestrian's emergency behavior trajectory is finally generated. The signal continuity is better and the reliability is high.

[0079] Assuming the vehicle under test travels at a constant speed within a predetermined lane, and a pedestrian crosses the lane at a certain speed, the driver can take active lane-changing or braking actions to avoid the obstacle. Employing the automatic emergency braking system proposed in this embodiment, the real-time simulator 4 calculates the target braking signal based on driver operation information, the pedestrian's emergency behavior trajectory, and obstacle signals, and outputs the target braking signal to the braking-in-the-loop test subsystem 3. The braking-in-the-loop test subsystem 3 outputs the actual braking signal. The real-time simulator 4 receives the actual braking signal, driver operation information, and pedestrian's emergency behavior trajectory, calculates the trajectory of the vehicle under test, and determines whether a collision has occurred based on the vehicle's trajectory, thereby confirming whether the AEB system has passed the test.

[0080] Consistent with the content described in the previous embodiments, the target braking signal is transmitted to the bottom controller 31 of the braking-in-the-loop test subsystem 3. The bottom controller 31 outputs a drive signal to the bottom driver 32 according to the target braking signal. The bottom driver 32 outputs a control signal to the test line control braking system 33 according to the drive signal, and controls the test line control braking system 33 to start working and output the actual braking pressure.

[0081] The real-time simulator 4 receives the actual braking signal. The vehicle dynamics model module 44 contains a vehicle dynamics model. The actual braking signal and driver operation information are transmitted to the vehicle dynamics model module 44 through the data acquisition and transmission module 42. The vehicle dynamics model module 44 calculates the trajectory of the vehicle under test through the vehicle dynamics model and transmits it to the AEB system test and analysis module 45. The AEB system test and analysis module 45 determines whether the vehicle under test collides with the obstacle based on the vehicle trajectory, thereby confirming whether the AEB system passes the test.

[0082] This embodiment also proposes an automatic emergency braking test method, see [link to documentation]. Figure 9 The process mainly involves three steps. First, the AEB system under test is embedded into the automatic emergency braking test system. Second, the AEB test scenario is built, including the actual scenario construction of the driving simulation-in-the-loop test subsystem, the sensor-in-the-loop test subsystem, and the braking-in-the-loop test subsystem. Finally, the information transmitted from the actual scenario is received through a real-time simulator and tested and analyzed.

[0083] The AEB system under test is run on a real-time emulator. See [link / reference]. Figure 10 Specifically, it includes the following steps:

[0084] S1. Real-time simulators construct virtual traffic scenarios;

[0085] S2. The driving simulation-in-the-loop test subsystem simulates the vehicle under test driving in a virtual traffic scenario and transmits the driver's operation information to the real-time simulator.

[0086] S3. Use the sensor-in-the-loop testing subsystem to monitor obstacles in the virtual traffic scenario and transmit obstacle signals to the real-time simulator;

[0087] S4. After receiving the driver's operation information and obstacle signal, the real-time simulator transmits them to the AEB system. The AEB system takes active braking action based on the driver's operation information and obstacle signal and outputs the target braking signal.

[0088] S5. The braking-in-the-loop test subsystem outputs the actual braking signal based on the target braking signal output by the AEB system and transmits the actual braking signal to the real-time simulator.

[0089] S6. Based on the obstacle signal, driver operation information, and actual braking signal, the real-time simulator determines whether the vehicle under test has collided with the obstacle and confirms whether the AEB system has passed the test.

[0090] This study considers integrating virtual traffic scenarios with the driver to obtain information on driver actions. It also introduces a sensor-in-the-loop testing subsystem to simulate and adjust the viewing angle of the sensors under test (AEB) within the virtual traffic scenario, and to collect obstacle signals from the virtual traffic scene. Furthermore, it considers the impact of pedestrian emergency behaviors on AEB testing in traffic scenarios involving pedestrians, such as... Figure 11 As shown, the method further includes the following steps:

[0091] When pedestrians are walking in the test area, the pedestrian behavior tracking subsystem is also used to locate pedestrians in the virtual traffic scene, generate pedestrian emergency behavior trajectories, and transmit them to the real-time simulator.

[0092] After receiving driver operation information, obstacle signals, and pedestrian emergency behavior trajectories, the real-time simulator outputs a target braking signal.

[0093] The braking-in-the-loop test subsystem outputs the actual braking signal based on the target braking signal output by the real-time simulator, and then transmits the actual braking signal back to the real-time simulator.

[0094] Based on the actual braking signal, the real-time simulator determines whether the vehicle under test has collided with the pedestrian and confirms whether the AEB system has passed the test.

[0095] In this embodiment, the braking signal is a braking pressure signal. The specific implementation of the above testing method is consistent with the content described in the previous embodiment. The real-time simulator receives driver operation information, obstacle signals, and pedestrian emergency behavior trajectories. Based on the driver operation information, obstacle signals, and pedestrian emergency behavior trajectories, it calculates the target braking signal and outputs the target braking signal to the braking-in-the-loop test subsystem. The braking-in-the-loop test subsystem outputs the actual braking signal. The real-time simulator is equipped with a vehicle dynamics model module, which contains a vehicle dynamics model. The vehicle dynamics model is constructed based on the vehicle parameters of the AEB system. The vehicle dynamics model calculates the vehicle trajectory based on the actual braking signal. The real-time simulator determines whether the vehicle under test has collided with the pedestrian based on whether the vehicle trajectory collides with the pedestrian emergency behavior trajectory, thereby confirming whether the AEB system has passed the test.

[0096] The following sections will examine the CCRm (Car-to-Car Rear Moving) and CVFA (Car-to-VRU Farside Adult) test conditions in traffic scenarios with and without pedestrians. Both CCRm and CVFA are test conditions defined in the C-NCAP (China New Car Assessment Program) regulations.

[0097] like Figure 12 The diagram shown illustrates the CCRm test conditions. Figure 12 The test includes the vehicle under test and the target vehicle, which are separated by a certain distance. For test examples, please refer to Table 1.

[0098] Table 1

[0099]

[0100] In the CCRm operating condition scenario where the vehicle approaches and deviates from the low-speed preceding vehicle, the automatic emergency braking test system and automatic emergency braking test method proposed in this embodiment are used for testing. The real-time simulator 4 generates a virtual traffic scenario, specifically: the target vehicle and the vehicle under test are located in the same lane, the target vehicle's speed is 15km / h, the vehicle under test's speed is 45km / h, the initial distance between the two vehicles is 100m, and the initial deviation distance is 0.5m. The driver can take active lane change obstacle avoidance or braking obstacle avoidance operations. The test pass condition under both obstacle avoidance operations is that no collision occurs.

[0101] The real-time simulator 4 loads the aforementioned virtual traffic scenario onto the first virtual reality observation device 12 of the driving simulation-in-the-loop test subsystem 1 to transmit the first-person perspective to the driver. When the driver perceives a collision risk, they may take a series of obstacle avoidance actions, including turning the steering wheel, pressing the brake pedal, or pressing the accelerator pedal. These operation information are collected by the steering wheel angle sensor, brake pedal opening sensor, and accelerator pedal opening sensor, respectively, and transmitted to the real-time simulator 4. At the same time, the real-time simulator 4 transmits the first-person perspective image of the sensor under test in the aforementioned virtual traffic scenario to the display of the sensor under test subsystem 2 where the sensor under test is located. The sensor under test captures the screen image to identify obstacles and relative distance signals in the image and transmits them back to the real-time simulator 4. The rotating platform can adjust the direction and height of the sensor under test to simulate the effect of vehicle yaw and vertical motion on the sensor under test. The aforementioned vehicle yaw and vertical motion states are transmitted through the real-time simulator. The real-time simulator 4 collects the signals from the aforementioned sensor under test and calculates and outputs the target braking pressure.

[0102] The real-time simulator 4 transmits the target braking pressure signal to the bottom controller 31 of the braking-in-the-loop test subsystem 3. The bottom controller 31 outputs a drive signal to the bottom driver 32. The bottom driver 32 outputs a control signal to the brake-by-wire system 33 under test based on the drive signal, and controls the brake-by-wire system 33 under test to start working. It outputs the actual braking signal to the vehicle dynamics model, calculates the trajectory of the test vehicle in the virtual traffic scenario, determines whether the test vehicle collides with the target vehicle, and determines whether the AEB system under test passes the test.

[0103] like Figure 13 The diagram shows the first scenario of the CCRm test conditions. Test examples are shown in Table 2, corresponding to the scenario description "the vehicle approaches pedestrian 1 at a constant speed"; for example... Figure 14 The diagram shows the second scenario of the CCRm test conditions. For test examples, please refer to Table 2, which corresponds to the scenario description "the vehicle approaches the pedestrian at a constant speed 2".

[0104] Table 2

[0105]

[0106] In a CVFA (Continuous Vehicle Automation) scenario where the vehicle approaches a pedestrian at a constant speed, the automatic emergency braking test system and method proposed in this embodiment are used for testing. A real-time simulator 4 generates a virtual traffic scenario: the test vehicle travels at a constant speed within a predetermined lane, and a pedestrian crosses the lane at a certain speed. The initial distance between the pedestrian and the test vehicle is 40 meters. The driver can take active lane-changing or braking actions to avoid the obstacle. The test condition for passing under both obstacle avoidance operations is that no collision occurs.

[0107] The real-time simulator 4 loads the aforementioned virtual traffic scenario into the first virtual reality observation device of the driving simulation-in-the-loop testing subsystem 1 and the second virtual reality observation device 51 of the pedestrian behavior tracking subsystem 5, respectively, and transmits it to the driver and pedestrian. The driver, based on perceived collision risk, may take a series of obstacle avoidance actions, and outputs steering wheel angle sensor, brake pedal opening sensor, and accelerator pedal opening sensor to collect driver operation information and send it to the real-time simulator 4. When the pedestrian perceives a collision risk and takes actions such as quickly passing or suddenly stopping, the positioning base station 52 locates the second virtual reality observation device 51. The second virtual reality observation device 51 is worn by the pedestrian, thus enabling pedestrian location. Based on the location of multiple continuous points, rather than single-point signals from a specific location, a pedestrian emergency behavior trajectory is generated and transmitted to the real-time simulator 4. Simultaneously, the real-time simulator 4 transmits the first-view perspective of the sensor under test in the aforementioned virtual traffic scenario to the display of the sensor-in-the-loop subsystem 3. The sensor under test identifies obstacles and their relative distances in the image and transmits this information back to the real-time simulator 4.

[0108] After receiving driver operation information, pedestrian emergency behavior trajectory and obstacle signal, the real-time simulator 4 transmits it to the AEB system. The AEB system takes active braking action based on the driver operation information, pedestrian emergency behavior trajectory and obstacle signal, and outputs the target braking signal.

[0109] The braking-in-the-loop test subsystem 3 inputs the target braking signal output from the real-time simulator 4 into the underlying controller 31. Based on the target braking signal, the underlying controller 31 outputs a drive signal to the underlying driver 32. The underlying driver 32, based on the drive signal, outputs a control signal to the brake-by-wire system 33 under test, controlling the brake-by-wire system 33 to start operating and output the actual braking pressure signal. The real-time simulator 4 receives the actual braking pressure signal corresponding to the actual braking pressure and transmits it to the vehicle dynamics model. In the virtual traffic scenario, the vehicle dynamics model calculates the trajectory of the vehicle under test. Based on the vehicle trajectory, it determines whether a collision has occurred, thereby confirming whether the AEB system has passed the test.

[0110] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. An automatic emergency braking test system, characterized in that, include: The driving simulation in-loop test subsystem (1) is used to simulate the vehicle under test driving in a virtual traffic scenario and transmit the driver's operation information to the real-time simulator (4). The sensor-in-the-loop test subsystem (2) is equipped with the sensor under test (23) used by the AEB system, which is used to adjust the perspective of the sensor under test (23) in the virtual traffic scene and transmit the obstacle signal detected by the sensor under test (23) to the real-time simulator (4). The sensor-in-the-loop testing subsystem (2) further includes: a display (21) and a rotating lifting platform (22). The display (21) is used to display the first view of the sensor under test (23) in a virtual traffic scene. The sensor under test (23) is mounted on the rotating lifting platform (22) to identify obstacles in the screen where the first view is displayed on the display (21) and generate obstacle signals. The rotating lifting platform (23) rotates and / or lifts to simulate the change of the first view when the vehicle under test moves horizontally or vertically. The braking-in-the-loop test subsystem (3) is equipped with the underlying brake-by-wire system and its controller of the AEB system. According to the target braking signal, it controls the underlying brake-by-wire system of the AEB system to start working, outputs the actual braking signal, and transmits the actual braking signal to the real-time simulator. A real-time simulator (4) is used to generate virtual traffic scenarios and run the AEB system in the virtual traffic scenarios, and to determine whether the AEB system passes the test. The real-time simulator (4) includes: a virtual traffic scene generation module (41), a data acquisition and transmission module (42), a target braking pressure output module (43), a vehicle dynamics model module (44), and an AEB system test and analysis module (45). The virtual traffic scene generation module (41) generates virtual traffic scenes and transmits them to the driving simulation-in-the-loop test subsystem (1) and the sensor-in-the-loop test subsystem (2) through the data acquisition and transmission module (42). The real-time simulator (4) receives the driver operation information transmitted by the driving simulation-in-the-loop test subsystem (1) and the obstacle signal transmitted by the sensor-in-the-loop test subsystem (2) through the data acquisition and transmission module (42) and transmits them to the AEB system test and analysis module (45). The AEB system test and analysis module (45) loads the target braking pressure output module. The target braking pressure calculation algorithm calculates the target braking signal based on the driver's operation information and obstacle signal. The target braking signal is output to the braking-in-the-loop test subsystem (3) through the target braking pressure output module (43). The braking-in-the-loop test subsystem (3) outputs the actual braking signal. The vehicle dynamics model module (44) is equipped with a vehicle dynamics model. The actual braking signal and driver's operation information are transmitted to the vehicle dynamics model module (44) through the data acquisition and transmission module (42). The vehicle dynamics model module (44) calculates the motion trajectory of the vehicle under test through the vehicle dynamics model and transmits it to the AEB system test analysis module (45). The AEB system test analysis module (45) determines whether the vehicle under test collides with the obstacle based on the vehicle motion trajectory, thereby confirming whether the AEB system passes the test.

2. The automatic emergency braking test system according to claim 1, characterized in that, The driving simulation in-loop test subsystem (1) includes: a closed cockpit (11), a first virtual reality observation device (12) loaded with a virtual traffic scene, and a driving simulator (111) set in the closed cockpit (11). The driver enters the closed cockpit (11), wears the first virtual reality observation device (12), observes the virtual traffic scene through the first virtual reality observation device (12), and operates the driving simulator (111).

3. The automatic emergency braking test system according to claim 1, characterized in that, The rotating lifting platform (22) includes a second drive motor (224), a gear and rack transmission mechanism (225), a rotating platform (226), a gear transmission pair (227), a first drive motor (228), and a lifting platform (229). The first drive motor (228) drives the rotating platform (226) to rotate through the gear transmission pair (227), and the second drive motor (224) drives the lifting platform (229) to move vertically through the gear and rack transmission mechanism (225).

4. The automatic emergency braking test system according to claim 1, characterized in that, The obstacle signal includes the obstacle, the relative distance signal between the vehicle under test and the obstacle.

5. The automatic emergency braking test system according to claim 4, characterized in that, After receiving the driver's operation information and obstacle signal, the real-time simulator (4) outputs the target braking signal.

6. The automatic emergency braking test system according to claim 1, characterized in that, If the vehicle under test collides with an obstacle, the AEB system fails the test; if the vehicle under test does not collide with an obstacle, the AEB system passes the test.

7. The automatic emergency braking test system according to claim 1, wherein the vehicle dynamics model is constructed based on the vehicle parameters carried by the AEB system.

8. The automatic emergency braking test system according to claim 5, characterized in that, The braking-in-the-loop test subsystem (3) further includes: a bottom controller (31), a bottom driver (32), a line-controlled braking system under test (33), and a power supply (34). The power supply (34) supplies power to the bottom driver (32). The target braking signal output by the real-time simulator (4) is input to the bottom controller (31). The bottom controller (31) outputs a drive signal to the bottom driver (32) according to the target braking signal. The bottom driver (32) outputs a control signal to the line-controlled braking system under test (33) according to the drive signal, and controls the line-controlled braking system under test (33) to start working and output the actual braking signal.

9. The automatic emergency braking test system according to claim 8, characterized in that, The brake-by-wire system under test (33) also transmits the actual braking signal back to the underlying controller (31).

10. The automatic emergency braking test system according to claim 9, characterized in that, The braking signal is a braking pressure signal.

11. The automatic emergency braking test system according to any one of claims 1 to 10, characterized in that, The system also includes a pedestrian behavior tracking subsystem (5), which is used to locate pedestrians in the virtual traffic scene, generate pedestrian emergency behavior trajectories, and transmit them to the real-time simulator (4).

12. The automatic emergency braking test system according to claim 11, characterized in that, The pedestrian behavior tracking subsystem (5) includes: a second virtual reality observation device (51) loaded with a virtual traffic scene and a positioning base station (52). The pedestrian wears the second virtual reality observation device (51), observes the virtual traffic scene through the second virtual reality observation device (51), and walks in a closed test site. The positioning base station (52) locates the second virtual reality observation device (51) and generates the pedestrian emergency behavior trajectory.

13. The automatic emergency braking test system according to claim 11, characterized in that, The real-time simulator (4) receives driver operation information, pedestrian emergency behavior trajectory and obstacle signal, and then outputs target braking signal.

14. The automatic emergency braking test system according to claim 11, characterized in that, The real-time simulator (4) calculates the target braking signal based on the driver's operation information, the pedestrian's emergency behavior trajectory and the obstacle signal, and outputs the target braking signal to the braking-in-the-loop test subsystem (3). The braking-in-the-loop test subsystem (3) outputs the actual braking signal. The real-time simulator (4) receives the actual braking signal, the driver's operation information and the pedestrian's emergency behavior trajectory, calculates the trajectory of the vehicle under test, and determines whether the vehicle under test collides with the obstacle based on the vehicle's trajectory, thereby confirming whether the AEB system has passed the test.

15. An automatic emergency braking test method based on the automatic emergency braking test system according to any one of claims 1 to 14, characterized in that, Includes the following steps: Real-time simulators construct virtual traffic scenarios; The driving simulation-in-the-loop test subsystem simulates the vehicle under test driving in a virtual traffic scenario and transmits the driver's operation information to the real-time simulator. The sensor-in-the-loop testing subsystem monitors obstacles in a virtual traffic scenario and transmits obstacle signals to a real-time simulator. After receiving driver operation information and obstacle signals, the real-time simulator outputs a target braking signal based on the driver operation information and obstacle signals. The braking-in-the-loop test subsystem outputs the actual braking signal based on the target braking signal output by the real-time simulator, and then transmits the actual braking signal back to the real-time simulator. Based on obstacle signals, driver operation information, and actual braking signals, the real-time simulator determines whether the vehicle under test has collided with the obstacle and confirms whether the AEB system has passed the test.

16. The automatic emergency braking test method according to claim 15, characterized in that, The method further includes: When pedestrians are walking in the test area, the pedestrian behavior tracking subsystem is also used to locate pedestrians in the virtual traffic scene, generate pedestrian emergency behavior trajectories, and transmit them to the real-time simulator. After receiving driver operation information, obstacle signals, and pedestrian emergency behavior trajectories, the real-time simulator outputs a target braking signal. The braking-in-the-loop test subsystem outputs the actual braking signal based on the target braking signal output by the real-time simulator, and then transmits the actual braking signal back to the real-time simulator. Based on the actual braking signal, the real-time simulator determines whether the vehicle under test has collided with the pedestrian and confirms whether the AEB system has passed the test.

17. The automatic emergency braking test method according to claim 16, characterized in that, The braking signal is the braking pressure signal.

18. The automatic emergency braking test method according to claim 16 or 17, characterized in that, The real-time simulator is equipped with a vehicle dynamics model, which is established based on the vehicle parameters of the AEB system. The actual braking signal is input to the vehicle dynamics model of the real-time simulator, and the vehicle dynamics model calculates the vehicle trajectory based on the actual braking signal. The real-time simulator determines whether the vehicle under test has collided based on the vehicle trajectory and confirms whether the AEB system has passed the test.

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