A functional safety test method and device for an automatic emergency braking system

Abstract

This invention relates to a functional safety testing method and apparatus for an automatic emergency braking system. The method includes: real-time acquisition of operating data of a target vehicle; when the operating data is detected to meet the triggering conditions of the automatic emergency braking system in the target vehicle, controlling a physical fault actuator to generate a real physical fault; and determining that the automatic emergency braking system has disengaged based on the change in braking deceleration of the target vehicle after the occurrence of the real physical fault, wherein the automatic emergency braking system disengagement indication function test result is safe. This invention can improve the accuracy of safety verification of automatic emergency braking systems.

Description

Technical Field

[0001] This invention relates to the field of vehicle testing technology, and specifically to a functional safety testing method and apparatus for an automatic emergency braking system. Background Technology

[0002] AEB (Automatic Emergency Braking) system refers to a system that, when a vehicle is equipped with this system, automatically performs braking actions and alerts the driver in the event of an emergency (such as the vehicle in front suddenly braking, a vehicle intruding into the adjacent lane at an extreme speed, or an obstacle on the road), in order to avoid or mitigate accidents caused by the emergency to a certain extent.

[0003] To conduct unified testing and verification of AEB systems developed by different organizations, the system needs to simulate component failures and examine the AEB system's response when a single component fails. To avoid unexpected braking, AEB systems typically execute a safety state of function deactivation. During real-vehicle testing, the vehicle may experience corresponding faults in AEB scenarios, causing AEB to deactivate. There are two testing methods: one is to maintain the fault state while AEB cannot be activated normally, and the other is to inject a fault after AEB is activated, causing the system to deactivate. The former method is easier to operate, but the sensor fusion target itself has a certain probability of error, and there is a possibility that AEB cannot be activated due to the target not being identified or lost. If a fault exists in this case, it is impossible to conclude whether the fault caused the AEB not to activate. Therefore, a better approach is to first activate AEB, then simulate a fault. In this case, the AEB system deactivates due to the fault. From the vehicle's behavior, it appears that the vehicle first performs automatic emergency braking, and then cancels the emergency braking after the fault is activated.

[0004] To ensure a low false trigger rate, the system's intervention conditions are quite stringent. The time from the start of braking to the vehicle coming to a complete stop is very short, making it difficult to pinpoint the optimal time for fault injection within the braking duration. When developing AEB functionality, testing is typically performed on a HIL bench by opening a calibration interface in the AEB software. This allows the system to reach automatic braking conditions earlier, providing more time for fault injection. However, this calibration interface is removed when the system is installed in a production vehicle. If a test version of the software with the added calibration interface is used for third-party testing, the consistency of functionality between the production software and the test software cannot be guaranteed.

[0005] From a system testing perspective, conducting fault injection testing typically requires understanding the vehicle's architecture, controller interface definitions, system design logic, and CAN or Ethernet protocols between controllers, among other things. However, from the perspective of third-party testing and evaluation organizations, given the sensitivity of this information to the evaluated entities, it is difficult to simulate component failures using common methods such as modifying a signal on the vehicle's bus access device. Simulating faults through signals is often inaccurate, leading to inaccurate functional safety test results for the automatic emergency braking system. Summary of the Invention

[0006] The purpose of this invention is to provide a functional safety testing method and apparatus for an automatic emergency braking system, so as to solve the problem of inaccurate functional safety test results of automatic emergency braking systems in the prior art.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0008] A functional safety testing method for an automatic emergency braking system, characterized in that the method includes:

[0009] Real-time collection of operational data from the target vehicle;

[0010] When the operating data is detected to meet the triggering conditions of the automatic emergency braking system in the target vehicle, the physical fault actuator is controlled to create a real physical fault.

[0011] The automatic emergency braking system is determined to be disengaged based on the change in braking deceleration of the target vehicle after a real physical fault occurs, wherein the test result of the automatic emergency braking system disengagement indication function is safe.

[0012] Furthermore, before detecting that the operating data meets the triggering conditions of the automatic emergency braking system in the target vehicle, the method further includes:

[0013] Based on the information collected from the dashboard, it is determined that the target vehicle has triggered the automatic emergency braking system;

[0014] Real-time data of the target vehicle is collected when the automatic emergency braking system is triggered;

[0015] By analyzing the real-time data, the triggering conditions of the automatic emergency braking system are obtained.

[0016] Furthermore, after controlling the physical fault actuator to create a real physical fault, the method further includes:

[0017] When the distance between the target vehicle and the target obstacle is detected to be less than a preset distance, the target vehicle is brought to a stop by an autonomous driving robot.

[0018] Furthermore, based on the change in braking deceleration of the target vehicle after a real physical fault occurs, determining that the automatic emergency braking system disengages includes:

[0019] Detect the braking deceleration of the target vehicle after a real physical fault occurs;

[0020] If the braking deceleration is less than the preset deceleration, then the automatic emergency braking system is deactivated.

[0021] A functional safety testing system for an automatic emergency braking system, the system comprising an inertial navigation device, a physical fault actuator, and a controller;

[0022] The inertial navigation device is used to collect the target vehicle's operating data in real time;

[0023] The controller is connected to the inertial navigation device and the physical fault execution mechanism respectively, and is used to send a fault execution request to the physical fault execution mechanism when the operating data is detected to meet the triggering conditions of the automatic emergency braking system in the target vehicle.

[0024] The physical fault execution mechanism is used to generate a real physical fault in the target vehicle according to the fault execution request.

[0025] The controller is also used to determine whether the automatic emergency braking system has disengaged based on the change in braking deceleration of the target vehicle after a real physical fault occurs, wherein the test result of the automatic emergency braking system disengagement indication function is safe.

[0026] Furthermore, the system also includes a driving robot;

[0027] The driving robot, connected to the controller, is used to brake the target vehicle when the distance between the target vehicle and the target obstacle is less than a preset distance.

[0028] Furthermore, the system also includes a human-computer interaction device;

[0029] The human-computer interaction device is connected to the controller and is used to obtain test cases set by the testers and display test-related information.

[0030] Furthermore, the system also includes an acoustic and optical acquisition device;

[0031] The sound and light acquisition device is connected to the controller and is used to acquire sound signals, light signals and road surface information in front of the vehicle when the target vehicle triggers the automatic emergency braking system.

[0032] A functional safety testing apparatus for an automatic emergency braking system, the apparatus comprising:

[0033] The data acquisition module is used to collect real-time operating data of the target vehicle.

[0034] The control module is used to control the physical fault actuator to create a real physical fault when it detects that the operating data meets the triggering conditions of the automatic emergency braking system in the target vehicle.

[0035] The determination module is used to determine the automatic emergency braking system to disengage based on the change in braking deceleration of the target vehicle after a real physical fault occurs, wherein the test result of the automatic emergency braking system disengagement indication function is safe.

[0036] An electronic device includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0037] Memory, used to store computer programs;

[0038] A processor, when executing a program stored in memory, implements any of the methods described above.

[0039] A computer-readable storage medium storing a computer program that, when executed by a processor, implements any of the methods described above.

[0040] The beneficial effects of this invention are:

[0041] This invention provides a functional safety testing method for an automatic emergency braking system. It collects the operating data of the target vehicle and determines the triggering time of the automatic emergency braking system (AEB) when the operating data meets the triggering conditions. This method accurately controls the timing to perform physical fault tests, avoiding the problem in the prior art where the time between AEB and stopping is too short to accurately insert fault tests. This application improves the accuracy of safety verification of the automatic emergency braking system by accurately inserting physical fault tests. Attached Figure Description

[0042] Figure 1 This is a schematic diagram of the functional safety testing system for the automatic emergency braking system in this invention;

[0043] Figure 2 This is a flowchart of the functional safety testing method for the automatic emergency braking system in this invention;

[0044] Figure 3 This is a schematic diagram of the functional safety testing process for the automatic emergency braking system in this invention;

[0045] Figure 4 This is a schematic diagram of the vehicle performance testing device in this invention;

[0046] Figure 5 This is a schematic diagram of the structure of an electronic device according to the present invention. Detailed Implementation

[0047] 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.

[0048] This application provides a functional safety testing system for an automatic emergency braking system, such as... Figure 1 As shown, the system includes an inertial navigation system, a physical fault actuator, and a controller. The inertial navigation system is used to collect real-time operating data of the target vehicle. The controller is connected to both the inertial navigation system and the physical fault actuator, and is used to send a fault execution request to the physical fault actuator when the operating data meets the triggering conditions of the automatic emergency braking system in the target vehicle. The physical fault actuator is used to create a real physical fault in the target vehicle according to the fault execution request. The controller is also used to determine whether the automatic emergency braking system has disengaged based on the change in braking deceleration of the target vehicle after the occurrence of a real physical fault. The automatic emergency braking system disengagement indication function test result is safe.

[0049] The system also includes a driving robot, which is connected to the controller and used to stop the target vehicle when the distance between the target vehicle and the target obstacle is less than a preset distance. The driving robot controls the vehicle's brakes, accelerator, and steering wheel, while the controller records signals such as the brake pedal depth, accelerator opening, and steering wheel angle in real time.

[0050] The system also includes a human-machine interface (HMI) device, which connects to the controller to acquire test cases set by the testers and display test-related information. Specifically, the HMI device will display data from various devices and test-related information to the testers, including but not limited to the status of each device, camera feeds, vehicle information, target obstacle information, and test results.

[0051] Testers can set test conditions and test items on the human-computer interaction device, set instructions to start or stop the test, and manually control the signals triggered by the physical fault actuator.

[0052] The system also includes an acoustic and optical acquisition device; the acoustic and optical acquisition device is connected to the controller and is used to acquire the sound signals, light signals and road information in front of the vehicle emitted by the instrument when the target vehicle triggers the automatic emergency braking system.

[0053] The functional safety testing method for an automatic emergency braking system in this application embodiment can be executed by a controller. The functional safety testing method for an automatic emergency braking system provided by this invention will be described in detail below with reference to specific embodiments, such as... Figure 2 As shown, the specific steps are as follows:

[0054] Step 201: Collect real-time operating data of the target vehicle.

[0055] The controller collects the target vehicle's operating data in real time through the inertial navigation module. The operating data includes, but is not limited to, the vehicle's speed, acceleration, and relative distance to the target ahead.

[0056] Step 202: When the operating data is detected to meet the triggering conditions of the automatic emergency braking system in the target vehicle, control the physical fault actuator to create a real physical fault.

[0057] The automatic emergency braking system in the target vehicle needs to meet certain triggering conditions to activate the AEB function. If the controller determines that the operating data meets the triggering conditions, it indicates that the AEB function of the target vehicle is activated, and then controls the physical fault actuator to create a real physical fault.

[0058] The physical fault actuator is used to generate real physical faults, including but not limited to physical obstruction (such as rearview mirror obstruction), vehicle position deviation, vehicle damage, communication or power supply line disconnection, control board overheating, and signal shielding.

[0059] Step 203: Based on the change in braking deceleration of the target vehicle after a real physical fault occurs, determine whether the automatic emergency braking system is disengaged. The test result of the automatic emergency braking system disengagement indication function is safe.

[0060] When a target vehicle experiences a real physical malfunction, the controller detects the vehicle's braking deceleration. If the AEB system is not disengaged, the brake pads and discs will completely separate, resulting in a sharp drop in braking deceleration. If the AEB system is disengaged, the brake pads and discs will not completely separate, and the braking deceleration will decrease slowly. Therefore, changes in braking deceleration can be used to determine whether the automatic emergency braking system has disengaged.

[0061] Specifically, the controller detects the braking deceleration of the target vehicle after a real physical fault occurs; if the braking deceleration is greater than the preset deceleration, it is determined that the automatic emergency braking system has not disengaged; if the braking deceleration is less than the preset deceleration, it is determined that the automatic emergency braking system has disengaged.

[0062] Under normal circumstances, if a vehicle experiences a physical malfunction, the automatic emergency braking system should disengage. Therefore, the test result for the automatic emergency braking system disengagement indication function is safe.

[0063] In this application, the operating data of the target vehicle is collected. When it is determined that the operating data meets the triggering conditions of the automatic emergency braking system, that is, at the triggering moment of the automatic emergency braking system (AEB), the timing of the physical fault test is accurately controlled. This avoids the situation in the prior art where the time between AEB and stopping is too short to accurately insert the fault test. This application improves the accuracy of the safety verification of the automatic emergency braking system by accurately inserting the physical fault test.

[0064] In addition, by creating real physical faults, this application can improve the accuracy of safety verification of automatic emergency braking systems compared to the prior art which simulates vehicle faults through signals.

[0065] As an optional implementation, before detecting that the operating data meets the triggering conditions of the automatic emergency braking system in the target vehicle, the method further includes: determining that the target vehicle triggers the automatic emergency braking system by collecting information from the instrument panel; collecting real-time data of the target vehicle when the automatic emergency braking system is triggered; and obtaining the triggering conditions of the automatic emergency braking system by analyzing the real-time data.

[0066] When the target vehicle triggers the automatic emergency braking system, the instrument panel will emit an audible or visual signal to provide an emergency braking warning. The controller collects information from the instrument panel via an audible and visual sensor, and by collecting information about the road ahead of the vehicle, it combines the audible and visual signals with the road ahead information to determine whether the target vehicle has triggered the automatic emergency braking system.

[0067] The controller collects real-time data of the automatic emergency braking system when it is triggered through the inertial navigation device. Combined with instrument information, it analyzes under what circumstances the automatic emergency braking system will be triggered and uses the real-time data of the automatic emergency braking system as the trigger condition.

[0068] As an optional implementation, after the physical fault actuator creates a real physical fault, the method further includes: when the distance between the target vehicle and the target obstacle is detected to be less than a preset distance, the target vehicle is stopped by an autonomous driving robot.

[0069] When a target vehicle experiences a real physical malfunction, it is prone to colliding with target obstacles. To avoid damaging the target vehicle, an autonomous driving robot is needed to stop it, reducing the testing costs associated with vehicle collisions. Specifically, the inertial navigation system collects the distance between the target vehicle and the target obstacle in real time and sends this distance to the controller. When the controller detects that the distance is less than a preset distance, the autonomous driving robot stops the target vehicle.

[0070] Based on the same technical concept, this invention also provides a functional safety testing procedure for an automatic emergency braking system, such as... Figure 3 As shown, it includes the following steps:

[0071] 1. Securely connect the inertial navigation system, driving robot, physical fault actuator, human-machine interface device, audio-visual acquisition device, and controller to the vehicle, turn on the power, and perform a system self-test;

[0072] 2. If the system self-test passes, the vehicle will trigger the AEB function normally by creating an AEB test condition;

[0073] 3. By collecting the vehicle's AEB triggering data through the inertial navigation system and combining it with the information displayed on the instrument panel, the system can automatically determine under what conditions the system can activate AEB and automatically use the recorded real-time data at the time of AEB triggering as the AEB triggering condition.

[0074] 4. Testers set the test cases to be executed on the human-computer interaction interface;

[0075] 5. When the tester clicks "Start Test" on the human-machine interface, the vehicle automatically executes the test and begins to collect the vehicle's operating data. When the collected operating data meets the written AEB trigger conditions, the physical fault actuator is automatically requested to act, creating a real physical fault.

[0076] 6. Request the autonomous driving robot to brake the vehicle in time when a collision is imminent;

[0077] 7. Record the changes in vehicle braking deceleration throughout the entire test, automatically determine whether the AEB function has been correctly deactivated, and prompt the tester whether the AEB function safety test has been passed;

[0078] 8. Display the test results to the testers and automatically save the test data.

[0079] Based on the same technical concept, the present invention also provides a functional safety testing device for an automatic emergency braking system, such as... Figure 4 As shown, the device includes:

[0080] The acquisition module 401 is used to acquire the operating data of the target vehicle in real time;

[0081] Control module 402 is used to control the physical fault actuator to create a real physical fault when the operating data is detected to meet the triggering conditions of the automatic emergency braking system in the target vehicle.

[0082] The determination module 403 is used to determine the automatic emergency braking system to disengage based on the change in braking deceleration of the target vehicle after a real physical fault occurs, wherein the test result of the automatic emergency braking system disengagement indication function is safe.

[0083] Optionally, the device is used for:

[0084] Based on the information collected from the dashboard, it is determined that the target vehicle has triggered the automatic emergency braking system;

[0085] Real-time data of the target vehicle is collected when the automatic emergency braking system is triggered;

[0086] By analyzing the real-time data, the triggering conditions of the automatic emergency braking system are obtained.

[0087] Optionally, the device is used for:

[0088] When the distance between the target vehicle and the target obstacle is detected to be less than a preset distance, the target vehicle is brought to a stop by an autonomous driving robot.

[0089] Optionally, the determination module 403 is used for:

[0090] Detect the braking deceleration of the target vehicle after a real physical fault occurs;

[0091] If the braking deceleration is less than the preset deceleration, then the automatic emergency braking system is deactivated.

[0092] According to another aspect of the embodiments of this application, this application provides an electronic device, such as... Figure 5 As shown, the system includes a memory 503, a processor 501, a communication interface 502, and a communication bus 504. The memory 503 stores a computer program that can run on the processor 501. The memory 503 and the processor 501 communicate through the communication interface 502 and the communication bus 504. When the processor 501 executes the computer program, it implements the steps of the above method.

[0093] The memory and processor in the aforementioned electronic devices communicate with each other via a communication bus and communication interface. The communication bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc.

[0094] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0095] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0096] According to another aspect of the embodiments of this application, a computer-readable medium having processor-executable non-volatile program code is also provided.

[0097] Optionally, in embodiments of this application, the computer-readable medium is configured to store program code for a processor to execute the above-described methods.

[0098] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments, and will not be repeated here.

[0099] In specific implementation, the embodiments of this application can be referred to the above embodiments and have corresponding technical effects.

[0100] It is understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the functions of this application, or combinations thereof.

[0101] For software implementation, the techniques described herein can be implemented through units that perform the functions described herein. The software code can be stored in memory and executed by a processor. The memory can be implemented within the processor or external to the processor.

[0102] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0103] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0104] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0105] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0106] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0107] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, mobile hard drives, ROM, RAM, magnetic disks, or optical disks. It should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. In the absence of further restrictions, an element defined by the phrase "includes a..." does not preclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0108] 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. A functional safety testing method for an automatic emergency braking system, characterized in that, The method includes: Real-time collection of operational data from the target vehicle; When the operating data is detected to meet the triggering conditions of the automatic emergency braking system in the target vehicle, the physical fault actuator is controlled to create a real physical fault, wherein the physical fault includes physical obstruction, vehicle position deviation, vehicle damage, communication or power supply line disconnection, control board overheating, and signal shielding. The automatic emergency braking system is determined to be disengaged based on the change in braking deceleration of the target vehicle after a real physical fault occurs, wherein the test result of the automatic emergency braking system disengagement indication function is safe. Specifically, determining the disengagement of the automatic emergency braking system based on the change in braking deceleration of the target vehicle after a real physical fault includes: Detect the braking deceleration of the target vehicle after a real physical fault occurs; If the braking deceleration is less than the preset deceleration, then the automatic emergency braking system is deactivated. Before detecting that the operating data meets the triggering conditions of the automatic emergency braking system in the target vehicle, the method further includes: Based on the information collected from the dashboard, it is determined that the target vehicle has triggered the automatic emergency braking system; Real-time data of the target vehicle is collected when the automatic emergency braking system is triggered; By analyzing the real-time data, the triggering conditions of the automatic emergency braking system are obtained.

2. The method according to claim 1, characterized in that, After controlling the physical fault actuator to create a real physical fault, the method further includes: When the distance between the target vehicle and the target obstacle is detected to be less than a preset distance, the target vehicle is brought to a stop by an autonomous driving robot.

3. A functional safety testing system for an automatic emergency braking system, characterized in that, The system includes an inertial navigation system, a physical fault actuator, and a controller; The inertial navigation device is used to collect the target vehicle's operating data in real time; The controller is connected to the inertial navigation device and the physical fault execution mechanism respectively, and is used to send a fault execution request to the physical fault execution mechanism when the operating data is detected to meet the triggering conditions of the automatic emergency braking system in the target vehicle. The physical fault execution mechanism is used to generate a real physical fault of the target vehicle according to the fault execution request, wherein the physical fault includes physical obstruction, vehicle position deviation, vehicle damage, communication or power supply line disconnection, control board overheating, and signal shielding. The controller is also used to determine whether the automatic emergency braking system has disengaged based on the change in braking deceleration of the target vehicle after a real physical fault occurs, wherein the test result of the automatic emergency braking system disengagement indication function is safe; The controller is specifically used to detect the braking deceleration of the target vehicle after a real physical fault occurs; if the braking deceleration is less than a preset deceleration, the automatic emergency braking system is deactivated. The controller is further configured to determine whether the target vehicle has triggered the automatic emergency braking system by collecting information from the instrument panel; to collect real-time data of the target vehicle when the automatic emergency braking system is triggered; and to obtain the triggering conditions of the automatic emergency braking system by analyzing the real-time data.

4. The system according to claim 3, characterized in that, The system also includes a driving robot; The driving robot, connected to the controller, is used to brake the target vehicle when the distance between the target vehicle and the target obstacle is less than a preset distance.

5. The system according to claim 3, characterized in that, The system also includes a human-computer interaction device; The human-computer interaction device is connected to the controller and is used to obtain test cases set by the testers and display test-related information.

6. The system according to claim 3, characterized in that, The system also includes an acoustic and optical acquisition device; The sound and light acquisition device is connected to the controller and is used to acquire sound signals, light signals and road surface information in front of the vehicle when the target vehicle triggers the automatic emergency braking system.

7. A functional safety testing device for an automatic emergency braking system, characterized in that, The device includes: The data acquisition module is used to collect real-time operating data of the target vehicle. The control module is used to control the physical fault actuator to create a real physical fault when the operating data is detected to meet the triggering conditions of the automatic emergency braking system in the target vehicle. The physical fault includes physical obstruction, vehicle position deviation, vehicle damage, communication or power supply line disconnection, control board overheating, and signal shielding. The determination module is used to determine the automatic emergency braking system to disengage based on the change in braking deceleration of the target vehicle after a real physical fault occurs, wherein the test result of the automatic emergency braking system disengagement indication function is safe; The determining module is used for: Detect the braking deceleration of the target vehicle after a real physical fault occurs; If the braking deceleration is less than the preset deceleration, then the automatic emergency braking system is deactivated. The device is also used for: Based on the information collected from the dashboard, it is determined that the target vehicle has triggered the automatic emergency braking system; Real-time data of the target vehicle is collected when the automatic emergency braking system is triggered; By analyzing the real-time data, the triggering conditions of the automatic emergency braking system are obtained.

8. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the method described in any one of claims 1-2.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1-2.

Images