AEB function execution optimization method, device, equipment and storage medium

Abstract

The present invention discloses an execution optimization method, device, equipment and storage medium of an AEB function, which belongs to the field of vehicle auxiliary control. The present invention obtains obstacle information in a preset passing area to determine obstacle motion information; evaluates the collision risk at the current moment according to the obstacle motion information; calculates the real-time required deceleration based on the evaluation result and the obstacle motion information; when the required deceleration is lower than the braking threshold, activates the AEB system to brake the vehicle and updates the real-time required deceleration; determines the updated collision risk according to the updated deceleration, and exits the AEB system when the evaluation result is no collision risk. This scheme fully considers the dynamic collision risk assessment of obstacle information in the preset area, the calculation of the real-time required deceleration and the dynamic adjustment of the braking acceleration, and can provide all-round safety protection for vehicle driving.

Description

Technical Field

[0001] The present invention relates to the field of vehicle auxiliary control, and in particular to an execution optimization method, device, equipment and storage medium for an AEB function. Background Art

[0002] With the rapid development of the automobile industry and the continuous innovation of intelligent driving technology, more and more automobile manufacturers and technology companies have invested in the research and development and application of autonomous driving technology. As a key passive safety technology, the automatic emergency braking system (AEB) has received widespread attention and application.

[0003] In the current AEB triggering scheme, the TTC method (Time to Collision) is usually used to trigger the AEB function. However, this method has some problems. For example, when the risk of collision disappears, AEB will not exit in time, which is inconsistent with normal driving habits and belongs to open-loop control. In addition, the request for deceleration remains unchanged during the operation of AEB, which will cause severe vehicle nodding and poor comfort for the drivers and passengers in the car.

[0004] Therefore, an AEB triggering solution that better meets the driver's comfort and safety requirements is needed to improve the user experience. Summary of the invention

[0005] The main purpose of the present invention is to provide an AEB function execution optimization method, device, equipment and storage medium, aiming to solve the problem that some braking programs in the existing AEB system are executed rather rigidly and do not take into account the user experience.

[0006] To achieve the above object, the present invention provides an AEB function execution optimization method, the AEB function execution optimization method comprising:

[0007] Obtain obstacle information in the preset travel area and determine obstacle movement information;

[0008] According to the obstacle motion information, the collision risk of the vehicle at the current moment is evaluated;

[0009] Based on the evaluation result, calculating the real-time required deceleration according to the obstacle motion information;

[0010] When the real-time required deceleration is lower than a braking threshold, activating the AEB system to brake the vehicle and updating the real-time required deceleration;

[0011] An updated collision risk is determined based on the updated real-time required deceleration, and when the evaluation result is that there is no collision risk, the AEB system is exited.

[0012] Optionally, the obtaining of obstacle information in a preset passing area and determining obstacle motion information includes:

[0013] Determine the coordinates of all obstacles in the preset travel area through the vehicle-mounted sensing and recognition module;

[0014] Obtain the movement speed of each obstacle in the direction of movement of the vehicle and the movement speed in the direction perpendicular to the direction of movement of the vehicle;

[0015] The motion information of each obstacle is obtained according to the coordinates corresponding to the obstacle, the motion speed in the motion direction of the vehicle, and the motion speed in the direction perpendicular to the motion direction of the vehicle.

[0016] Optionally, the evaluating the collision risk of the vehicle at the current moment according to the obstacle motion information includes:

[0017] According to the movement speed of the obstacle in the direction perpendicular to the movement direction of the vehicle and the obstacle coordinates, the time required for the obstacle to pass through the intersection of the extended lines of the contours on both sides of the vehicle and the straight line in the movement direction of the obstacle is determined as the first time interval;

[0018] According to the movement speed of the obstacle in the movement direction of the vehicle, the obstacle coordinates and the speed of the vehicle, the time required for the front and rear contours of the vehicle to pass through the straight line in the movement direction of the obstacle is determined as the second time interval;

[0019] When the first time interval and the second time interval intersect, it is considered that there is a collision risk at the current moment.

[0020] Optionally, the calculating the real-time required deceleration based on the evaluation result and according to the obstacle motion information includes:

[0021] When the assessment result is that there is a collision risk, the relative distance in the moving direction of the vehicle is calculated according to the obstacle coordinates and the position of the vehicle;

[0022] Determine the speed difference between the obstacle and the vehicle according to the speed of the obstacle in the direction of movement;

[0023] The real-time required deceleration is calculated according to the speed difference and the relative distance.

[0024] Optionally, when the real-time required deceleration is lower than a braking threshold, activating the AEB system to brake the vehicle and updating the real-time required deceleration includes:

[0025] When the real-time required deceleration is lower than a braking threshold, activating the AEB system;

[0026] The AEB system generates a braking signal and sends it to the IPB system, and the IPB system decelerates the vehicle and updates the real-time speed of the vehicle in real time;

[0027] An updated real-time required deceleration is determined according to the real-time speed and the real-time obstacle motion information.

[0028] Optionally, the generating of a braking signal by the AEB system and sending it to the IPB system, whereby the IPB system decelerates the vehicle and updates the real-time speed of the vehicle in real time, includes:

[0029] After entering the AEB adjustment phase, generating a braking deceleration according to the real-time required deceleration;

[0030] When the real-time speed of the vehicle changes, the magnitude of the braking deceleration is adjusted based on the braking deceleration generation strategy to keep the difference between the braking deceleration and the real-time required deceleration within a preset stable range.

[0031] Optionally, determining an updated collision risk according to the updated real-time required deceleration, and exiting the AEB system when the evaluation result is no collision risk, includes:

[0032] When the distance between the obstacle and the vehicle is greater than the safety distance and the real-time required deceleration drops below the braking threshold, it can be considered that there is no collision risk between the vehicle and the obstacle;

[0033] When the distance between the obstacle and the vehicle is less than the safe distance, and the real-time required deceleration drops to zero, the braking time is extended until the distance between the obstacle and the vehicle is greater than the safe distance, and it is considered that there is no collision risk between the vehicle and the obstacle;

[0034] The AEB system will be exited when the assessment result shows that there is no collision risk.

[0035] In addition, to achieve the above-mentioned purpose, the present invention provides an AEB function execution optimization device, the AEB function execution optimization device comprising:

[0036] An information acquisition module is used to obtain obstacle information in a preset passing area and determine obstacle motion information;

[0037] A collision risk assessment module, used to assess the collision risk of the vehicle at the current moment according to the obstacle motion information;

[0038] A real-time deceleration calculation module, used to calculate the real-time required deceleration based on the evaluation result and the obstacle motion information;

[0039] a braking control module, configured to activate the AEB system to brake the vehicle and update the real-time required deceleration when the real-time required deceleration is lower than a braking threshold;

[0040] The braking control module is further used to determine an updated collision risk according to the updated real-time required deceleration, and exit the AEB system when the evaluation result is that there is no collision risk.

[0041] In addition, to achieve the above-mentioned purpose, the present invention provides an execution optimization device for an AEB function, wherein the execution optimization device for an AEB function comprises: a memory, a processor, and an execution optimization program for an AEB function stored in the memory and executable on the processor, wherein the execution optimization program for an AEB function is configured to implement the steps of the execution optimization method for the AEB function.

[0042] In addition, to achieve the above-mentioned purpose, the present invention provides a storage medium, on which is stored an execution optimization program of an AEB function, and when the execution optimization program of the AEB function is executed by a processor, the steps of the execution optimization method of the AEB function are implemented.

[0043] The present invention obtains obstacle information in a preset passing area to determine obstacle motion information; evaluates the collision risk of the vehicle at the current moment according to the obstacle motion information; calculates the real-time required deceleration based on the evaluation result and the obstacle motion information; activates the AEB system to brake the vehicle when the real-time required deceleration is lower than the braking threshold, and updates the real-time required deceleration; determines the updated collision risk according to the updated real-time required deceleration, and exits the AEB system when the evaluation result is no collision risk. This solution fully considers the dynamic collision risk evaluation of obstacle information in the preset area, the calculation of the real-time required deceleration, and the dynamic adjustment of the braking acceleration, and can provide all-round safety protection for vehicle driving, while improving the safety and stability of the entire driving process. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 A schematic diagram of the structure of an AEB function execution optimization device in a hardware operating environment involved in the AEB function execution optimization method of the present invention;

[0045] Figure 2 A schematic flow chart of a first embodiment of an execution optimization method for an AEB function according to the present invention;

[0046] Figure 3 A schematic flow chart of a second embodiment of the method for optimizing the execution of an AEB function of the present invention;

[0047] Figure 4It is a flowchart of a third embodiment of the method for optimizing the execution of the AEB function of the present invention;

[0048] Figure 5 FIG. 1 is a structural block diagram of a first embodiment of an execution optimization method of an AEB function according to the present invention.

[0049] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0050] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0051] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0052] Reference Figure 1 , Figure 1 The figure is a schematic diagram of the structure of an execution optimization device for the AEB function in the hardware operating environment involved in the embodiment of the present invention.

[0053] like Figure 1 As shown, the execution optimization device of the AEB function may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (WIreless-FIdelity, WI-FI) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM) memory, or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk memory. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0054] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the device for optimizing the execution of the AEB function, and may include more or less components than those shown in the figure, or a combination of certain components, or a different arrangement of components.

[0055] like Figure 1As shown, the memory 1005 as a storage medium may include an operating system, a data storage module, a network communication module, a user interface module, and an execution optimization program of the AEB function.

[0056] exist Figure 1 In the AEB function execution optimization device shown, the network interface 1004 is mainly used for data communication with other devices; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the AEB function execution optimization device of the present invention can be set in the AEB function execution optimization device, and the AEB function execution optimization device calls the AEB function execution optimization program stored in the memory 1005 through the processor 1001, and executes the AEB function execution optimization method provided by the embodiment of the present invention.

[0057] The embodiment of the present invention provides an execution optimization method of the AEB function, referring to Figure 2 , Figure 2 FIG. 1 is a flow chart of a first embodiment of an execution optimization method of an AEB function according to the present invention.

[0058] In this embodiment, the execution optimization method of the AEB function includes:

[0059] Step S10: Obtain obstacle information in a preset passing area and determine obstacle motion information.

[0060] It should be noted that the preset passing area refers to a circular area of ​​a certain size with the vehicle as the center. The preset passing area here does not only refer to the area where only driving is allowed. For example, when the vehicle is driving on a road with clear edges, in order to consider the possible collision with pedestrians or other moving objects on both sides of the road and the vehicle, the setting of the preset passing area is actually an area that considers possible interference to the vehicle in all directions. Only when an obstacle appears within this range will the movement characteristics of the obstacle be further identified and the collision risk between each obstacle and the vehicle be judged.

[0061] It can be understood that the obstacle motion information includes the obstacle's own speed, direction of motion, and relative position between the obstacle and the vehicle. At the same time, since the occurrence of a collision event is not only related to the vehicle's own speed in the direction of motion, but also to the vehicle's own speed in the direction perpendicular to the direction of motion, for example, when pedestrians cross the road, the speed judgment at the time of collision mainly considers the speed in the direction perpendicular to the direction of motion, while when the front and rear vehicles are adjacent, the relative speed and distance between the two in the direction of motion are mainly considered.

[0062] It should be understood that an obstacle will be excluded from the judgment range only after it leaves the preset passing area, regardless of whether there is a possible risk of collision between the obstacle and the vehicle. This is because pedestrians, for example, are more maneuverable than vehicles and their speed changes quickly, and they can easily change direction quickly and make untimely judgments. Therefore, as long as the preset passing area is not left, the vehicle's perception system will monitor the movement information of each obstacle in real time.

[0063] Step S20: Evaluate the collision risk of the vehicle at the current moment according to the obstacle motion information.

[0064] It should be noted that although all objects in the preset passing area are obstacles, the collision risk between each obstacle and the vehicle is different. At the same time, the collision risk here is not only related to the motion information of the obstacle, but also to the motion state of the vehicle itself. Therefore, it is necessary to evaluate the collision risk of the vehicle at the current moment based on the relationship between the position, speed and volume of each obstacle and the vehicle.

[0065] It is understandable that when multiple obstacles are evaluated for collision risk at the same time, the overall consideration is whether there are any obstacles. For example, when the system identifies multiple objects but only one of them poses a collision risk, the entire vehicle will also be considered to have a collision risk at this time. At the same time, since the judgment process is continuous, as long as the judgment result for the same object shows a collision risk, the system will continue to track the judgment result of the collision risk until the obstacle disappears or no longer poses a collision risk.

[0066] Step S30: Based on the evaluation result and according to the obstacle motion information, the real-time required deceleration is calculated.

[0067] It should be noted that, whether it is a collision event of pedestrians crossing the road or a collision event of two vehicles rear-ending each other, the obstacles in both events can be divided into a velocity component in the same direction as the vehicle's moving speed and a velocity component in the perpendicular direction. Since the vehicle itself has a certain volume, taking a crossing collision event as an example, since the velocity components in the moving direction can be offset, the intersection of the extension lines on both sides of the vehicle and the vertical straight line where the coordinates of the obstacle are located will constitute an area where a collision may occur. If the speed of the obstacle in the vertical direction is too slow, the vehicle will cross the vertical straight line where the coordinates of the obstacle are located before the obstacle. Similarly, when the speed of the obstacle in the vertical direction is too fast, the obstacle will cross the farther end of the extension lines on both sides of the vehicle before the vehicle. Therefore, in the above two cases, when all conditions remain unchanged, the vehicle does not need to decelerate, that is, the required deceleration is zero. Only when the motion state of the obstacle changes, it is necessary to re-judge the collision risk and the required deceleration based on the updated motion information.

[0068] It is understandable that when there is a risk of collision, it is necessary to further determine the time required to reduce the speed of the vehicle in the direction of movement to the same level as the obstacle. Since there is a certain distance between the vehicle and the obstacle, the required deceleration required for vehicle braking can be determined based on the braking distance and the current speed difference between the two, starting from the time when there is a risk of collision.

[0069] It should be understood that when the motion state of the obstacle changes, data such as the collision risk and speed difference will also be updated synchronously, and the required deceleration required for further vehicle braking will also change, so the required deceleration here is calculated as a real-time value.

[0070] It should be noted that the calculation is generally performed through engineering methods such as vehicle dynamics models and brake force balance equations. The following is an explanation of the calculation of the specific required deceleration. It is stated here that this example is only for the longitudinal rear-end collision scenario of the vehicle and the obstacle, and is not applicable to the cross-crossing scenario, so only the longitudinal rear-end collision scenario is described. The obstacle motion information that needs to be obtained in advance in this scenario includes: the relative longitudinal distance between the vehicle and the obstacle , the longitudinal acceleration of the obstacle In addition, before a collision occurs, the system needs to set a safe distance between the vehicle and the obstacle. , The longitudinal velocity of the obstacle. refers to the longitudinal acceleration of the obstacle, The ADAS system calculates the required deceleration of the vehicle at the current moment to avoid a collision based on the above physical quantities. .

[0071] When the vehicle speed is greater than the obstacle speed and the obstacle slows down, that is, the relative speed and target acceleration When both are negative, it is necessary to calculate and compare the estimated collision time The time required to slow down and stop the obstacle , the corresponding calculation formula is:

[0072] ,

[0073] if , then the required deceleration The calculation formula is:

[0074]

[0075] if , then the required deceleration The calculation formula is:

[0076]

[0077] The above calculation method is for the situation where the vehicle speed is greater than the obstacle speed and the obstacle is decelerated. It should be understood that this situation has the highest probability of all collision events. Compared with other situations, the required deceleration should be based on reducing the severity and risk of the collision. In order to maximize the safety of the driver and passengers, the actual required deceleration should be lower than the result calculated by the above formula, resulting in a stronger braking effect, which will help the vehicle reduce its speed as quickly as possible to minimize the damage caused by the collision.

[0078] On the other hand, at relative speed is negative, the target acceleration is positive, that is, the speed of the vehicle is greater than the speed of the target object, and the target object is accelerating. In this case, as long as the speeds of the two vehicles reach the same level before the relative distance between the two vehicles decreases to a safe distance, there will be no risk of collision between the two vehicles. The required deceleration for this situation The calculation formula is:

[0079]

[0080] Relative speed is positive, the target acceleration is negative, that is, the vehicle speed is less than the target speed and the target is decelerating. At this time, the speed of the obstacle will definitely decrease to the same as that of the vehicle, so there is always a risk of collision. The required deceleration for this situation is The calculation formula is:

[0081]

[0082] It should be understood that the specific calculation method of the required deceleration will vary according to different vehicles and braking systems. This is only used as an example, and the actual calculation method of the braking deceleration can be adaptively adjusted based on this method.

[0083] Step S40: When the real-time required deceleration is lower than the braking threshold, activating the AEB system to brake the vehicle and updating the real-time required deceleration.

[0084] It should be noted that when the vehicle maintains a certain distance from an obstacle, there is no need to slow down as soon as there is a risk of collision, as this will cause frequent small braking of the vehicle, greatly affecting the driving experience. Therefore, a braking threshold needs to be set. When the real-time required deceleration reaches the braking threshold, the AEB system needs to be further activated.

[0085] It is understandable that the real-time required deceleration is equivalent to the physical property of acceleration, but the data should be a negative value, that is, when the absolute value of the real-time required deceleration is higher than the absolute value of the braking threshold, the AEB system needs to be activated for braking.

[0086] It should be understood that after the AEB system is activated, the vehicle brakes and decelerates, and a series of values ​​such as the judgment result of the collision risk and the relative speed between the two will cause the real-time required deceleration to change.

[0087] Step S50: determining an updated collision risk according to the updated real-time required deceleration, and exiting the AEB system when the evaluation result is no collision risk.

[0088] It should be noted that the condition for exiting the AEB system is that there is no collision risk at all. That is to say, when the real-time required deceleration is zero, if there are some special circumstances, such as the braking distance between the current vehicle and the obstacle is too small, the previous collision risk judgment result will be continued. Only when the collision risk disappears completely will the AEB system be exited to cancel the braking effect on the vehicle.

[0089] In this embodiment, by obtaining obstacle information in a preset passing area and determining obstacle motion information, the collision risk of the vehicle at the current moment is evaluated according to the obstacle motion information, and based on the evaluation result, the real-time required deceleration is calculated according to the obstacle motion information. When the real-time required deceleration is lower than the braking threshold, the AEB system is activated to brake the vehicle, and the real-time required deceleration is updated. According to the updated real-time required deceleration, the updated collision risk is determined. When the evaluation result is no collision risk, the AEB system is exited. By obtaining obstacle information in a preset passing area and determining obstacle motion information, the system can more accurately evaluate the collision risk of the vehicle at the current moment. Considering the specific situation between the vehicle and the obstacle, including speed difference, distance and other factors, the system can adaptively determine the deceleration requirement to avoid collision to the greatest extent. At the same time, the element for executing the judgment of the AEB system is the required deceleration, which will further control the generation and end of braking in a timely manner, and optimize the driving experience in this process.

[0090] Reference Figure 3 , Figure 3 FIG. 2 is a flow chart of a second embodiment of the method for optimizing the execution of the AEB function of the present invention.

[0091] Based on the first embodiment, step S10 in the AEB function execution optimization method of this embodiment includes:

[0092] Step S101: Determine the coordinates of all obstacles in the preset passing area through the vehicle-mounted sensing and recognition module.

[0093] It should be noted that the on-board perception module may include sensors such as lidar, cameras, millimeter-wave radar, etc. These sensors can obtain real-time data on the surrounding environment, including information such as the location, size, and speed of obstacles. Through steps such as feature extraction of sensor data, target detection and tracking, and environmental map construction, the sensor data can be properly processed and fused to determine the coordinates of all obstacles in the preset travel area around the vehicle.

[0094] Step S102: Obtain the movement speed of each obstacle in the movement direction of the vehicle and the movement speed in the direction perpendicular to the movement direction of the vehicle.

[0095] It should be noted that, by continuing the data information obtained by the vehicle-mounted perception and recognition module in the previous step, the movement speed of each obstacle and the speed components of the object's movement speed in two directions can be further determined.

[0096] Step S103: obtaining the motion information of each obstacle according to the coordinates corresponding to the obstacle, the motion speed in the motion direction of the vehicle, and the motion speed in the direction perpendicular to the motion direction of the vehicle.

[0097] It can be understood that the collected and analyzed information is integrated, and the coordinate position of each obstacle and the velocity components in two directions are arranged in the order of the distance between the obstacle and the vehicle in the direction of movement to obtain the motion information of each obstacle.

[0098] Based on the first embodiment, step S20 in the AEB function execution optimization method of this embodiment includes:

[0099] Step S201: According to the movement speed of the obstacle in the direction perpendicular to the movement direction of the vehicle and the obstacle coordinates, the time required for the obstacle to pass through the intersection of the extended lines of the contours on both sides of the vehicle and the straight line in the movement direction of the obstacle is determined as the first time interval.

[0100] It should be noted that in the actual situation where an obstacle collides with a vehicle, it is actually a problem of two moving objects meeting in a plane. In reality, objects have a certain volume. Considering that the vehicle is mostly parallel to the two sides of the vehicle during driving, horizontal speed only occurs when turning or changing lanes. However, in this case, the driver pays more attention to the surrounding environment of the vehicle and controls the vehicle speed in a timely manner. Therefore, in this step, only when the vehicle does not receive other braking from the system, it only performs uniform linear motion.

[0101] It is understandable that if a vehicle collides with an obstacle, both of them move forward to the collision point at their own speeds before the collision occurs. By reversing this process, it can be seen that when the obstacle moves in the horizontal direction, the vehicle maintains a uniform straight-line motion, and the area where the two intersect and collide is determined. This area is the intersection of the extension line of the contours of both sides of the vehicle (the two extension lines are parallel and perpendicular to the direction of vehicle movement) and the horizontal extension line of the obstacle. Only when both are at the position of this intersection segment, there is a possibility of collision between the two.

[0102] It should be understood that when the horizontal speed of the obstacle is determined and the intersection of the extended lines of the vehicle's two side contours and the straight lines in the obstacle's moving direction are determined, the time it takes for the obstacle to reach these two intersections can be calculated and used as the two endpoints of the first time interval.

[0103] Step S202: According to the speed of the obstacle in the moving direction of the vehicle, the coordinates of the obstacle and the speed of the vehicle, the time required for the front and rear contours of the vehicle to cross the straight line in the moving direction of the obstacle is determined as the second time interval.

[0104] It can be understood that according to the content of the previous step, in addition to calculating the time interval required for the obstacle and the vehicle to collide in the area where the collision may occur, it is also necessary to calculate the time interval required for the vehicle to completely pass through the horizontal extension line of the obstacle at the current speed. In addition to considering the relative speed of the vehicle and the obstacle in this direction, this part of the calculation must also take into account the front and rear lengths of the vehicle itself, and finally obtain the passing time, which is the time from the front of the vehicle passing to the rear of the vehicle leaving, and obtains the time interval for the second collision to occur, which is used as the second time interval.

[0105] Step S203: When the first time interval and the second time interval intersect, it is considered that there is a collision risk at the current moment.

[0106] It can be understood that when the first time interval and the second time interval in the above steps intersect, the vehicle speed and the obstacle speed at the current moment, as well as the relative positions of the two, may cause a collision in the intersection area. When the two time intervals have no intersection, it is possible that the obstacle has passed the intersection area first in the horizontal direction, or that the vehicle has left the intersection area first. Both situations indicate that there is no risk of collision between the obstacle and the vehicle at the current speed. When the motion state of either of the two changes, the collision risk should be recalculated.

[0107] It should be understood that a rear-end collision is a special case in the above judgment, that is, the obstacle has a very small or zero speed in the horizontal direction, but always keeps moving in the same direction as the vehicle. This type of obstacle will have a potential collision risk with the vehicle for a long period of time. When there is a vehicle directly in front of the vehicle and both are traveling in the same lane, it is obvious that the vehicle in front of the obstacle has no speed in the horizontal direction. That is to say, if the speed is zero in the above steps, the first time interval is actually infinite, that is to say, the two time intervals must have an intersection, and the judgment method in the above steps is still applicable.

[0108] In this embodiment, through the data obtained by the on-board perception and recognition module, the system can accurately determine the coordinates of all obstacles in the preset passing area, as well as their movement speed in the direction of the vehicle's movement and the speed component in the vertical direction. Then, the relative speed and relative position of the obstacle and the vehicle in the direction of movement are comprehensively considered, and combined with the vehicle's own speed and length, the system can more accurately assess the collision risk, thereby improving driving safety and providing an effective way to judge the collision risk.

[0109] Reference Figure 4 , Figure 4 FIG. 1 is a flow chart of a third embodiment of the method for optimizing the execution of the AEB function of the present invention.

[0110] Based on the first embodiment, step S30 in the AEB function execution optimization method of this embodiment includes:

[0111] Step S301: When the evaluation result is that there is a collision risk, the relative distance in the moving direction of the vehicle is calculated according to the obstacle coordinates and the position of the vehicle.

[0112] It can be understood that when the evaluation result is that there is a risk of collision, the relative distance in the moving direction of the vehicle can be determined based on the position coordinates of the obstacle and the position coordinates of the vehicle on the plane.

[0113] Step S302: Determine the speed difference between the obstacle and the vehicle according to the speed of the obstacle in the direction of movement of the vehicle.

[0114] It should be noted that the speed difference here only considers the difference between the two in the direction of movement of the vehicle, that is, the relative speed in the direction of movement. In this direction, in addition to the speed of the vehicle being changed by braking or other reasons, the speed of the obstacle itself may also change.

[0115] Step S303: Calculate the real-time required deceleration according to the speed difference and the relative distance.

[0116] It can be understood that when the relative speed and relative distance are determined, the longest braking time for the two to meet at the current moment can be calculated. Since the relative distance should theoretically be higher than the safe distance, the deceleration value of the vehicle in the process of reducing the relative distance to the safe distance without exceeding the longest braking time is calculated, and this deceleration value is used as the required deceleration.

[0117] It should be understood that when both vehicles just decelerate to maintain a safe distance and remain relatively stationary at the same running speed, the deceleration value calculated based on this condition is the required deceleration.

[0118] Based on the first embodiment, step S40 in the AEB function execution optimization method of this embodiment includes:

[0119] Step S401: When the real-time required deceleration is lower than the braking threshold, activating the AEB system.

[0120] It is understandable that when the required deceleration between the vehicle and the obstacle is low, there is no need to brake immediately. When the current speed is kept unchanged, the required deceleration will gradually increase as the relative distance decreases. When it increases to the braking threshold, the vehicle system will consider that the conditions required for braking have been met, which means that the AEB system can be activated at this moment.

[0121] Step S402: The AEB system generates a braking signal and sends it to the IPB system, and the IPB system decelerates the vehicle and updates the real-time speed of the vehicle in real time.

[0122] It is understandable that when the AEB system generates a braking signal and feeds it back to the vehicle system, the real-time speed of the vehicle itself will change after the vehicle system performs deceleration braking.

[0123] Furthermore, after entering the AEB adjustment stage, a braking deceleration is generated according to the real-time required deceleration; when the real-time speed of the vehicle changes, the magnitude of the braking deceleration is adjusted based on the braking deceleration generation strategy to keep the difference between the braking deceleration and the real-time required deceleration within a preset stable range.

[0124] It is understandable that when entering the AEB adjustment stage, the braking deceleration generated should be slightly greater than the required deceleration. At the same time, since the real-time speed of the vehicle itself will change after deceleration, the required deceleration will decrease. If the braking deceleration generated remains unchanged, the difference between the two will become smaller and smaller. Since acceleration refers to force in the physical sense, the increasing difference in acceleration will cause the user to feel a strong sense of frustration or push back during driving, which is reflected in the vehicle as the vehicle nodding. Only when the difference between the two is within a smaller range, the user's feeling of braking adjustment will not be obvious. The range of the difference between the braking deceleration and the required deceleration is the preset stable range for the stable operation of the vehicle.

[0125] Step S403: Determine an updated real-time required deceleration according to the real-time speed and the real-time obstacle motion information.

[0126] Furthermore, when the distance between the obstacle and the vehicle is greater than the safety distance and the real-time required deceleration drops below the braking threshold, it can be considered that there is no collision risk between the vehicle and the obstacle.

[0127] It is understandable that when the AEB system detects that the distance between the obstacle and the vehicle is greater than the safe distance, the system will calculate the required deceleration based on the real-time situation. Once the calculated real-time required deceleration drops below the braking threshold, the AEB system will consider that there is no risk of collision between the vehicle and the obstacle at the current moment. In this case, the AEB system can take the following measures: reduce or release the emergency brake, and gradually reduce the deceleration to below the braking threshold. The system may send a deceleration command to control the slow reduction of the vehicle speed to ensure that the distance from the obstacle is maintained at a certain safe distance.

[0128] Furthermore, when the distance between the obstacle and the vehicle is less than the safe distance and the real-time required deceleration drops to zero, the braking time is extended until the distance between the obstacle and the vehicle is greater than the safe distance, and it can be considered that there is no collision risk between the vehicle and the obstacle.

[0129] It is understandable that when the AEB system detects that the distance between the obstacle and the vehicle is less than the safe distance, the system will calculate the required deceleration and send a corresponding deceleration command. As the deceleration continues, the real-time required deceleration will gradually decrease until the deceleration drops to zero. In this case, the AEB system will extend the braking time. It may continue to monitor the distance between the obstacle and the vehicle until the distance is greater than the safe distance. Once the evaluation results show that there is no risk of collision between the vehicle and the obstacle, the AEB system will exit and stop sending deceleration commands to the actuator. This measure of extending the braking time is intended to ensure the restoration of the safe distance between the vehicle and the obstacle. After the distance is restored to a safe range and the evaluation results confirm that there is no risk of collision, the AEB system will exit in a timely manner as needed to resume normal driving mode.

[0130] Furthermore, the AEB system is exited when the assessment result shows that there is no collision risk.

[0131] It should be noted that when the AEB system receives an exit command, it will not immediately remove the braking deceleration, but will gradually reduce it to zero at a certain attenuation rate. This process will comprehensively consider the current vehicle speed and the current braking deceleration, and stop braking control in a timely manner while maximizing user driving comfort.

[0132] In this embodiment, the real-time required deceleration is determined by calculating the relative distance and speed difference between the obstacle and the vehicle in the direction of movement, and then the real-time required deceleration is monitored. When the required deceleration is lower than the braking threshold, the AEB system is activated. During the AEB adjustment phase, a braking signal is generated and fed back to the vehicle system to decelerate the vehicle and update the real-time speed of the vehicle in real time. When adjusting the braking deceleration, the system keeps the difference between the braking deceleration and the real-time required deceleration within a preset stable range based on the real-time required deceleration and the real-time speed of the vehicle to ensure smooth operation of the vehicle and driving comfort. This series of processes effectively takes into account both driving safety and comfort.

[0133] like Figure 5 As shown, the execution optimization device of the AEB function proposed in the embodiment of the present invention includes:

[0134] The information acquisition module 10 is used to acquire obstacle information in a preset passing area and determine obstacle motion information.

[0135] The collision risk assessment module 20 is used to assess the collision risk of the vehicle at the current moment according to the obstacle motion information.

[0136] The real-time deceleration calculation module 30 is used to calculate the real-time required deceleration based on the evaluation result and the obstacle motion information.

[0137] The braking control module 40 is configured to activate the AEB system to brake the vehicle and update the real-time required deceleration when the real-time required deceleration is lower than a braking threshold.

[0138] The brake control module 40 is further configured to determine an updated collision risk according to the updated real-time required deceleration, and exit the AEB system when the evaluation result is that there is no collision risk.

[0139] In one embodiment, the information acquisition module 10 is also used to determine the coordinates of all obstacles in the preset passing area through the vehicle-mounted sensing and recognition module; obtain the movement speed of each obstacle in the direction of movement of the vehicle and the movement speed in the direction perpendicular to the direction of movement of the vehicle; and obtain the movement information of each obstacle based on the coordinates corresponding to the obstacle, the movement speed in the direction of movement of the vehicle and the movement speed in the direction perpendicular to the direction of movement of the vehicle.

[0140] In one embodiment, the collision risk assessment module 20 is also used to determine the time required for the obstacle to respectively pass through the intersection of the extended lines of the contours on both sides of the vehicle and the straight line in the direction of movement of the obstacle based on the movement speed of the obstacle in the direction perpendicular to the movement direction of the vehicle and the coordinates of the obstacle, as the first time interval; determine the time required for the front and rear contours of the vehicle to respectively pass through the straight line in the direction of movement of the obstacle based on the movement speed of the obstacle in the direction of movement of the vehicle, the obstacle coordinates and the speed of the vehicle, as the second time interval; when the first time interval and the second time interval intersect, it is considered that there is a collision risk at the current moment.

[0141] In one embodiment, the real-time deceleration calculation module 30 is also used to calculate the relative distance in the direction of movement of the vehicle based on the obstacle coordinates and the position of the vehicle when the assessment result is that there is a risk of collision; determine the speed difference between the two based on the movement speed of the obstacle in the direction of movement of the vehicle; and calculate the real-time required deceleration based on the speed difference and the relative distance.

[0142] In one embodiment, the braking control module 40 is also used to activate the AEB system when the real-time required deceleration is lower than a braking threshold; generate a braking signal through the AEB system and send it to the IPB system, and the IPB system decelerates the vehicle and updates the real-time speed of the vehicle in real time; determine the updated real-time required deceleration based on the real-time speed and the real-time obstacle motion information.

[0143] In one embodiment, the braking control module 40 is further used to generate a braking deceleration according to the real-time required deceleration after entering the AEB adjustment phase; when the real-time speed of the vehicle changes, the braking deceleration is adjusted based on the braking deceleration generation strategy to keep the difference between the braking deceleration and the real-time required deceleration within a preset stable range.

[0144] In one embodiment, the braking control module 40 is also used for, when the distance between the obstacle and the vehicle is greater than the safety distance, when the real-time required deceleration drops below the braking threshold, it can be regarded that there is no collision risk between the vehicle and the obstacle; when the distance between the obstacle and the vehicle is less than the safety distance, when the real-time required deceleration drops to zero, extending the braking time until the distance between the obstacle and the vehicle is greater than the safety distance, it can be regarded that there is no collision risk between the vehicle and the obstacle; until the evaluation result is that there is no collision risk, exit the AEB system.

[0145] In addition, to achieve the above-mentioned purpose, the present invention provides an execution optimization device for an AEB function, wherein the execution optimization device for an AEB function comprises: a memory, a processor, and an execution optimization program for an AEB function stored in the memory and executable on the processor, wherein the execution optimization program for an AEB function is configured to implement the steps of the execution optimization method for the AEB function.

[0146] In addition, to achieve the above-mentioned purpose, the present invention provides a storage medium, on which is stored an execution optimization program of an AEB function, and when the execution optimization program of the AEB function is executed by a processor, the steps of the execution optimization method of the AEB function are implemented.

[0147] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or system including the element.

[0148] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0149] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0150] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for optimizing the execution of an AEB function, characterized in that: The execution optimization method of the AEB function includes: Obtain obstacle information in the preset travel area and determine obstacle movement information; According to the obstacle motion information, the collision risk of the vehicle at the current moment is evaluated; Based on the evaluation result, calculating the real-time required deceleration according to the obstacle motion information; When the real-time required deceleration is lower than a braking threshold, activating the AEB system to brake the vehicle and updating the real-time required deceleration; Determining an updated collision risk according to the updated real-time required deceleration, and exiting the AEB system when the evaluation result is no collision risk; When the real-time required deceleration is lower than a braking threshold, activating the AEB system to brake the vehicle and updating the real-time required deceleration comprises: When the real-time required deceleration is lower than a braking threshold, activating the AEB system; The AEB system generates a braking signal and sends it to the IPB system, and the IPB system decelerates the vehicle and updates the real-time speed of the vehicle in real time; Determining an updated real-time required deceleration according to the real-time speed and the real-time obstacle motion information; The decelerating the vehicle by the IPB system comprises: After entering the AEB adjustment phase, generating a braking deceleration according to the real-time required deceleration; When the real-time speed of the vehicle changes, the magnitude of the braking deceleration is adjusted based on the braking deceleration generation strategy to keep the difference between the braking deceleration and the real-time required deceleration within a preset stable range.

2. The method for optimizing the execution of the AEB function according to claim 1, characterized in that: The obtaining of obstacle information in a preset passing area and determining obstacle motion information includes: Determine the coordinates of all obstacles in the preset travel area through the vehicle-mounted sensing and recognition module; Obtain the movement speed of each obstacle in the direction of movement of the vehicle and the movement speed in the direction perpendicular to the direction of movement of the vehicle; The motion information of each obstacle is obtained according to the coordinates corresponding to the obstacle, the motion speed in the motion direction of the vehicle, and the motion speed in the direction perpendicular to the motion direction of the vehicle.

3. The method for optimizing the execution of the AEB function according to claim 1, characterized in that: The step of evaluating the collision risk of the vehicle at the current moment according to the obstacle motion information includes: According to the movement speed of the obstacle in the direction perpendicular to the movement direction of the vehicle and the obstacle coordinates, the time required for the obstacle to pass through the intersection of the extended lines of the contours on both sides of the vehicle and the straight line in the movement direction of the obstacle is determined as the first time interval; According to the movement speed of the obstacle in the movement direction of the vehicle, the obstacle coordinates and the speed of the vehicle, the time required for the front and rear contours of the vehicle to pass through the straight line in the movement direction of the obstacle is determined as the second time interval; When the first time interval and the second time interval intersect, it is considered that there is a collision risk at the current moment.

4. The method for optimizing the execution of the AEB function according to claim 1, characterized in that: The step of calculating the real-time required deceleration based on the evaluation result and according to the obstacle motion information includes: When the assessment result is that there is a collision risk, the relative distance in the moving direction of the vehicle is calculated according to the obstacle coordinates and the position of the vehicle; Determine the speed difference between the obstacle and the vehicle according to the speed of the obstacle in the direction of movement; The real-time required deceleration is calculated according to the speed difference and the relative distance.

5. The method for optimizing the execution of the AEB function according to claim 1, characterized in that: The step of determining an updated collision risk according to the updated real-time required deceleration, and exiting the AEB system when the evaluation result is that there is no collision risk, includes: When the distance between the obstacle and the vehicle is greater than the safety distance and the real-time required deceleration drops below the braking threshold, it can be considered that there is no collision risk between the vehicle and the obstacle; When the distance between the obstacle and the vehicle is less than the safe distance, and the real-time required deceleration drops to zero, the braking time is extended until the distance between the obstacle and the vehicle is greater than the safe distance, and it is considered that there is no collision risk between the vehicle and the obstacle; The AEB system will be exited when the assessment result shows that there is no collision risk.

6. An AEB function execution optimization device, characterized in that: The execution optimization device of the AEB function comprises: Information acquisition module: used to obtain obstacle information in the preset passing area and determine obstacle movement information; A collision risk assessment module, used to assess the collision risk of the vehicle at the current moment according to the obstacle motion information; A real-time deceleration calculation module, used to calculate the real-time required deceleration based on the evaluation result and the obstacle motion information; a braking control module, configured to activate the AEB system to brake the vehicle and update the real-time required deceleration when the real-time required deceleration is lower than a braking threshold; The braking control module is further configured to determine an updated collision risk according to the updated real-time required deceleration, and exit the AEB system when the evaluation result is that there is no collision risk; The braking control module is further configured to activate the AEB system when the real-time required deceleration is lower than a braking threshold; generate a braking signal through the AEB system and send it to the IPB system, so that the IPB system decelerates the vehicle and updates the real-time speed of the vehicle in real time; and determine the updated real-time required deceleration according to the real-time speed and the real-time obstacle motion information; The braking control module is also used to generate a braking deceleration according to the real-time required deceleration after entering the AEB adjustment phase; when the real-time speed of the vehicle changes, the braking deceleration is adjusted based on the braking deceleration generation strategy to keep the difference between the braking deceleration and the real-time required deceleration within a preset stable range.

7. An AEB function execution optimization device, characterized in that: The AEB function execution optimization device includes: a memory, a processor, and an AEB function execution optimization program stored in the memory and executable on the processor, wherein the AEB function execution optimization program is configured to implement the steps of the AEB function execution optimization method according to any one of claims 1 to 5.

8. A storage medium, characterized in that: The storage medium stores an execution optimization program of an AEB function, and when the execution optimization program of the AEB function is executed by the processor, the steps of the execution optimization method of the AEB function according to any one of claims 1 to 5 are implemented.

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