Method and device for testing automatic emergency steering function of vehicle, vehicle and medium

Abstract

The invention relates to a vehicle automatic emergency steering function test method and device, a vehicle and a medium, and the method employs a vehicle automatic emergency steering function test system which comprises a control host, a target component and an anti-rollover component. The method comprises the steps of obtaining collision time of a current measured vehicle according to a first geometric position relation, a position coordinate of the current measured vehicle, a first direction acceleration of the current measured vehicle, a course angle of the current measured vehicle, a second geometric position relation, a position coordinate of a target object, the first direction acceleration of the target object and the course angle of the target object; and if the collision time of the current detected vehicle is within the preset time interval and the automatic emergency steering function of the current detected vehicle is triggered, judging that the automatic emergency steering function of the detected vehicle is in an activated state. Therefore, the problems of safety risk, insufficient convenience, data synchronization incapability and the like in the prior art are solved, and the performance of the automatic emergency steering function of the vehicle is safely and efficiently tested.

Description

Technical Field

[0001] The present application relates to the field of vehicle active safety technology, and in particular to a method, device, vehicle and medium for testing an automatic emergency steering function of a vehicle. Background Art

[0002] With the rapid development of intelligent connected vehicle technology, the performance testing and evaluation of the automatic emergency steering function as an important active safety technology has become particularly important. The automatic emergency steering function is designed to automatically control the vehicle steering when the vehicle is facing a collision risk to avoid or mitigate the collision. However, the existing real vehicle testing methods have the following problems that need to be solved:

[0003] (1) Safety risks: When conducting actual vehicle tests of the automatic emergency steering function, since all software and hardware are still in the development stage, the test vehicle has to complete sharp turns to the left and right in a short period of time, which poses a great risk of rollover. This not only threatens the personal safety of the test personnel, but may even lead to economic losses such as vehicle scrapping.

[0004] (2) Convenience issues: The traditional rollover protection bracket layout will form protruding parts on the left and right sides of the vehicle body, which will not only affect the ability of the vehicle sensors (such as various radars) to perceive the surrounding environment, but also cause changes in the vehicle's handling stability. More importantly, when the vehicle under test makes an emergency turn to avoid the target object, the protruding parts will inevitably collide with the target object and cause damage to the target object.

[0005] (3) Problem of synchronizing multiple types of data: During the test, it is difficult to effectively synchronize multiple data such as the vehicle’s emergency steering trajectory, on-board CAN data, on-board Ethernet data, the positional relationship between the test vehicle and the target object, and test video, making it impossible to accurately evaluate the quality of the vehicle’s emergency steering function. Summary of the invention

[0006] The present application provides a method, device, vehicle and medium for testing the automatic emergency steering function of a vehicle to solve the problems of safety risks, lack of convenience and inability to synchronize data in the background technology, and achieves safe, efficient and comprehensive testing of the performance level of the vehicle's automatic emergency steering function.

[0007] A first aspect of the present application provides a method for testing an automatic emergency steering function of a vehicle, the method using a vehicle automatic emergency steering function testing system, the system including a control host, a target component and an anti-rollover component, the method comprising the following steps:

[0008] Acquire a first geometric position relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, a second geometric position relationship of the target component relative to the target, the position coordinates of the target, the first direction acceleration of the target, and the heading angle of the target;

[0009] Calculate the collision time of the current vehicle under test according to the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object;

[0010] If the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the vehicle under test is in an activated state.

[0011] According to one embodiment of the present application, after determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the method further includes:

[0012] Obtaining the second direction angular velocity of the current vehicle under test, the wheelbase of the current vehicle under test, and the center of gravity height of the current vehicle under test;

[0013] Obtaining a real-time turning radius of the current vehicle under test according to the second direction angular velocity of the current vehicle under test and the first direction acceleration of the current vehicle under test, and obtaining a rollover critical turning radius of the current vehicle under test according to the wheelbase of the current vehicle under test, the center of gravity height of the current vehicle under test and the first direction acceleration of the current vehicle under test;

[0014] If the difference between the real-time turning radius and the rollover critical turning radius is within a preset threshold range, the anti-rollover component is controlled based on a preset anti-rollover strategy to prevent the tested vehicle from rolling over.

[0015] According to an embodiment of the present application, after calculating and obtaining the collision time of the current vehicle under test, the method further includes:

[0016] If the collision time of the current vehicle under test is less than the lower limit of the preset time interval, it is determined that the automatic emergency steering function of the current vehicle under test is in a leak trigger state;

[0017] If the collision time of the current vehicle under test is greater than the upper limit of the preset time interval, and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the current vehicle under test is in a false trigger state.

[0018] According to one embodiment of the present application, after determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the method further includes:

[0019] Determine whether the currently tested vehicle changes lanes to an adjacent lane normally and returns to the center;

[0020] If the current vehicle under test changes lanes normally to the adjacent lane and returns to the center, it is determined that the automatic emergency steering function of the current vehicle under test is in a normal state; otherwise, it is determined that the automatic emergency steering function of the current vehicle under test is in a poor lane change trajectory state.

[0021] According to one embodiment of the present application, after determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the method further includes:

[0022] Record the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state, so as to evaluate the automatic emergency steering function of the current vehicle under test based on the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state.

[0023] According to the vehicle automatic emergency steering function test method provided in the embodiment of the present application, the collision time of the current vehicle under test is calculated based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object; if the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the vehicle under test is in an activated state. Thus, the problems of safety risks, lack of convenience and inability to synchronize data in the background technology are solved, and the performance level of the vehicle automatic emergency steering function is tested safely, efficiently and comprehensively.

[0024] A second aspect of the present application provides a vehicle automatic emergency steering function test device, the device adopts a vehicle automatic emergency steering function test system, the system includes a control host, a target component and an anti-rollover component, the device includes:

[0025] An acquisition module is used to acquire a first geometric position relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, a first direction acceleration of the current vehicle under test, a heading angle of the current vehicle under test, a second geometric position relationship of the target component relative to the target, the position coordinates of the target, the first direction acceleration of the target and the heading angle of the target;

[0026] a calculation module, configured to calculate a collision time of the current vehicle under test according to the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object, and the heading angle of the target object;

[0027] The determination module is used to determine that the automatic emergency steering function of the current vehicle under test is in an activated state if the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered.

[0028] According to one embodiment of the present application, after determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the determination module is further configured to:

[0029] Obtaining the second direction angular velocity of the current vehicle under test, the wheelbase of the current vehicle under test, and the center of gravity height of the current vehicle under test;

[0030] Obtaining a real-time turning radius of the current vehicle under test according to the second direction angular velocity of the current vehicle under test and the first direction acceleration of the current vehicle under test, and obtaining a rollover critical turning radius of the current vehicle under test according to the wheelbase of the current vehicle under test, the center of gravity height of the current vehicle under test and the first direction acceleration of the current vehicle under test;

[0031] If the difference between the real-time turning radius and the rollover critical turning radius is within a preset threshold range, the anti-rollover component is controlled based on a preset anti-rollover strategy to prevent the tested vehicle from rolling over.

[0032] According to an embodiment of the present application, after the calculation obtains the collision time of the current vehicle under test, the calculation module is further used to:

[0033] If the collision time of the current vehicle under test is less than the lower limit of the preset time interval, it is determined that the automatic emergency steering function of the current vehicle under test is in a leak trigger state;

[0034] If the collision time of the current vehicle under test is greater than the upper limit of the preset time interval, and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the current vehicle under test is in a false trigger state.

[0035] According to one embodiment of the present application, after determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the determination module is further configured to:

[0036] Determine whether the currently tested vehicle changes lanes to an adjacent lane normally and returns to the center;

[0037] If the current vehicle under test changes lanes normally to the adjacent lane and returns to the center, it is determined that the automatic emergency steering function of the current vehicle under test is in a normal state; otherwise, it is determined that the automatic emergency steering function of the current vehicle under test is in a poor lane change trajectory state.

[0038] According to one embodiment of the present application, after determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the determination module is further configured to:

[0039] Record the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state, so as to evaluate the automatic emergency steering function of the current vehicle under test based on the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state.

[0040] According to the automatic emergency steering function test device for a vehicle provided in an embodiment of the present application, the collision time of the current vehicle under test is calculated based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object; if the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the vehicle under test is in an activated state. Thus, the problems of safety risks, lack of convenience and inability to synchronize data in the background technology are solved, and the performance level of the automatic emergency steering function of the vehicle is tested safely, efficiently and comprehensively.

[0041] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for testing the automatic emergency steering function of the vehicle as described in the above embodiment.

[0042] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle automatic emergency steering function test method as described in the above embodiment.

[0043] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0045] Figure 1 is a schematic diagram of the structure of a control host according to an embodiment of the present application;

[0046] Figure 2 is a schematic structural diagram of a target component according to an embodiment of the present application;

[0047] Figure 3 is a schematic structural diagram of an anti-rollover assembly according to an embodiment of the present application;

[0048] Figure 4 is a structural schematic diagram of an anti-rollover actuator according to an embodiment of the present application;

[0049] Figure 5 A flowchart of a method for testing an automatic emergency steering function of a vehicle provided according to an embodiment of the present application;

[0050] Figure 6 Schematic diagram of a block diagram of a vehicle automatic emergency steering function test device according to an embodiment of the present application;

[0051] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0052] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0053] The following describes the automatic emergency steering function testing method, device, vehicle and medium of the vehicle according to the embodiments of the present application with reference to the accompanying drawings.

[0054] Before introducing the vehicle automatic emergency steering function testing method of the embodiment of the present application, the vehicle automatic emergency steering function testing system involved in the vehicle automatic emergency steering function testing method of the present application is first introduced.

[0055] Specifically, the vehicle automatic emergency steering function test system includes a control host, a target object component and an anti-rollover component. During the test, the control host is arranged in the vehicle under test, the target object component is built into the mobile platform and combined with the software target cover to simulate target vehicles, target bicycles and other targets, and the anti-rollover component can be installed under the body of the vehicle under test.

[0056] For example, Figure 1 As shown, the control host 1 can be composed of a first processor 11, a first wireless communication transceiver 12, a vehicle data acquisition module 13, an interaction module 14, a memory 15, a first inertial measurement module 16, a first positioning module 17 and an audio and video recording module 18.

[0057] Among them, the first processor 11 can be an integrated circuit central processing unit. The first processor 11 is used to collect data, such as vehicle CAN data, vehicle Ethernet data, on-site audio and video, inertial data, positioning data, etc. The first processor 11 is also used to perform various calculations, such as calculating the yaw angle of the vehicle under test, the collision time with the target object (TTC, Time To Collision), whether there is a rollover risk, output test results, etc. In addition, the first processor 11 is also used to send commands to the first wireless communication transceiver 12 or receive signals.

[0058] The first wireless communication transceiver 12 can use any one of a variety of communication methods such as 4G / 5G, Bluetooth, WIFI, UWB (Ultra-Wideband), ZigBee, etc. The first wireless communication transceiver 12 is used to forward the information interaction between the first processor 11 and the target object component 2 and the anti-rollover component 3 to achieve close-range information interaction.

[0059] The vehicle data acquisition module 13 is used to collect vehicle bus and vehicle Ethernet data, record the triggering timing of the automatic emergency steering function of the tested vehicle, the recognition of the target object, etc., and store them in the memory 15.

[0060] The interaction module 14 is used for the interaction between the tester and the control host 1 and for issuing a warning to the driver in a timely manner when there is a risk of rollover.

[0061] The memory 15 includes two parts: internal memory and external memory. The internal memory is used to temporarily store the operation data in the first processor 11 and the data exchanged with the external memory. The external memory can stably and reliably store a large amount of data even when the power is off.

[0062] The first inertial measurement module 16 includes a high-precision gyroscope and an accelerometer. The high-precision gyroscope uses Coriolis force to provide the roll, pitch and heading angles of the measured vehicle, and the accelerometer is used to measure the acceleration of the object to achieve high-precision dead reckoning.

[0063] The first positioning module 17 may use GNSS (Global Navigation Satellite System) differential positioning or the like, and its purpose is to determine the location of the control host 1 and report it to the first processor 11 .

[0064] The audio and video recording module 18 is used to record the test video and audio during the test process, so as to record the recognition abnormality of the vehicle recognition system and reproduce the scene.

[0065] Furthermore, if Figure 2 As shown, the target object component 2 is composed of a second processor 21, a second wireless communication transceiver 22, a second inertial measurement module 23, a second positioning module 24, a driving mechanism 25 and a mobile platform 26, wherein, except for the driving mechanism 25, the remaining components are arranged in the mobile platform 26.

[0066] Among them, the mobile platform 26 is a wheeled platform that can cover the soft target model. The mobile function can be realized through the travel mechanism 25. The mobile platform 26 is used to move quickly at a specified speed, acceleration, and angular velocity and simulate the movement of the target in the test field. When the automatic emergency steering function of the vehicle fails and inevitably collides with the target, its soft target model can reduce the collision damage, and can also significantly reduce the height of the mobile platform 26 to below the height of the vehicle chassis to avoid direct collision between the mobile platform 26 and the vehicle under test.

[0067] The second processor 21 is similar to the first processor 11 and can use an integrated circuit central processing unit. Its purpose is to collect data, such as inertial data and positioning data of the target object, and convert them into the speed, angular velocity, acceleration, etc. of the target object through calculation, and send commands to the second wireless communication transceiver 22 or receive signals. In addition, the second processor 21 also performs various calculations, such as converting the movement instructions issued by the first processor 11 into executable parameters such as rotation speed, wheel speed, steering angle, etc., and sending them to the travel mechanism 25.

[0068] The second wireless communication transceiver 22 uses the same communication method as the first wireless communication transceiver 12 and is used in conjunction with each other to perform information exchange between the second processor 21 and the control host 1 , thereby achieving synchronization and transmission of various data of the target object and the control host 1 .

[0069] The second inertial measurement module 23 includes a high-precision gyroscope and an accelerometer. The high-precision gyroscope uses Coriolis force to provide the roll, pitch and heading angles of the measured vehicle, and the accelerometer is used to measure the acceleration of the object to achieve high-precision dead reckoning.

[0070] The second positioning module 24 may use GNSS differential positioning or the like, and its purpose is to determine the location of the target object and report it to the second processor 21 .

[0071] The travel mechanism 25 is used to receive and execute parameters such as rotation speed, wheel speed, steering angle, etc. sent by the second processor 21 to drive the entire mobile platform 26 to move and simulate the movement of the target object.

[0072] Furthermore, if Figure 3 As shown, the anti-rollover component 3 is composed of a third processor 31 , a third wireless communication transceiver 32 and an anti-rollover actuator 33 .

[0073] The third processor 31 is similar to the first processor 11 and may be an integrated circuit central processing unit. The third processor 31 is used to receive information from the third wireless communication transceiver 32 and convert and forward the information to the anti-rollover actuator 33 .

[0074] The third wireless communication transceiver 32 uses the same communication method as the first wireless communication transceiver 12 and is used in conjunction with each other, and can perform information exchange between the third processor 31 and the control host 1, so that the anti-rollover actuator 33 can respond to the command of the control host 1 in a timely manner.

[0075] The anti-rollover actuator 33 is fixed to the bottom of the vehicle, and is equipped with two automatic ejection mechanisms at the left and right ends of the vehicle. The ends of the automatic ejection mechanisms are connected to the anti-rollover bracket, which is equipped with multiple universal rubber wheels.

[0076] Furthermore, if Figure 4 As shown, during normal testing, the left and right automatic ejection mechanisms are in an energy storage state (such as the elastic potential energy of a spring), and the anti-rollover bracket is also hidden inside the anti-rollover actuator. When the control host 1 calculates that the vehicle's yaw is too large and is about to reach the critical value of the vehicle's rollover, it transmits the wireless communication to the anti-rollover actuator 33 to release the two automatic ejection mechanisms on the corresponding side. The automatic ejection mechanism quickly releases the stored energy and pushes the anti-rollover bracket on the corresponding side to extend out of one side of the vehicle body. The universal rubber wheel at the end of the bracket contacts the ground and rolls, and the anti-rollover bracket supports the vehicle body to prevent it from rolling over.

[0077] Optionally, the extension lengths of the two anti-rollover brackets are both between 1 and 1.5 meters and are of equal length, which not only meets the needs of daily use hidden under the vehicle body, but also meets the requirements of stably supporting the vehicle after the brackets are fully extended to one side of the vehicle body in the event of a rollover. The automatic ejection mechanism can use a double-stage spring to increase the ejection speed. Usually, the ejection speed of the double-stage spring can reach more than 30m / s. The length of the compression spring of the anti-rollover bracket can also be between 1 and 1.5 meters, that is, after the automatic ejection mechanism receives the signal to release the elastic potential energy, the anti-rollover bracket can be fully extended within 0.05 seconds. In addition, the multiple universal rubber wheels configured for the anti-rollover bracket can change the rolling direction as the direction of the force changes, and even if the vehicle has a large lateral tilt angle, it can ensure that the anti-rollover bracket is smoothly extended to the specified position.

[0078] The following introduces a vehicle automatic emergency steering function testing method proposed in the present application using the above-mentioned vehicle automatic emergency steering function testing system.

[0079] Specifically, 5 is a flow chart of a method for testing the automatic emergency steering function of a vehicle provided in an embodiment of the present application.

[0080] like Figure 5 As shown, the automatic emergency steering function test method of the vehicle includes the following steps:

[0081] In step S501, the first geometric position relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship of the target object component relative to the target object, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object are obtained.

[0082] Specifically, before testing the automatic emergency steering function of the current vehicle under test, the embodiment of the present application can place the control host in the current vehicle under test, measure the first geometric position relationship of the control host relative to the current vehicle under test (such as the distance l between the control host and the front end of the current vehicle under test); x1 , the distance l between the control host and the rightmost end of the currently measured vehicle y1 ). A plane coordinate system is determined by the first positioning module 17, and the current vehicle under test is a plane polygon with a certain size in the coordinate system.

[0083] Further, a second geometric position relationship of the soft target component relative to the soft target (such as the distance l between the target component and the rear end of the soft target) is measured. x2 , the distance l between the target component and the rightmost end of the vehicle y2 ). The target object is determined as a planar polygon of a certain size by the second positioning module 24, and its position is determined in the coordinate system established by the second positioning module 24.

[0084] By combining GNSS with the first positioning module 17 and the second positioning module 24, it can be obtained that the current vehicle under test can move at any time, and its coordinates can be expressed as (lon1, lat1, alt1), and the target object can also move at any time, and its coordinates can be expressed as (lon2, lat2, alt2);

[0085] The first inertial measurement module 16 can obtain the first direction (X direction) acceleration of the current measured vehicle as a 1x , the heading angle of the current vehicle under test can be obtained by GNSS as α1; similarly, the second direction (X direction) acceleration of the target object can be obtained by the second inertial measurement module 23 as a 2x , the heading angle of the target object can be obtained through GNSS as α2.

[0086] In step S502, the collision time of the current vehicle under test is calculated based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object.

[0087] Specifically, according to the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object, the collision time of the current vehicle under test can be calculated, wherein the calculation formula of the collision time of the current vehicle under test is:

[0088]

[0089] Among them, TTC r is the collision time of the current vehicle under test, α1 is the heading angle of the current vehicle under test, (lon1, lat1, alt1) is the position coordinate of the current vehicle under test, (lon2, lat2, alt2) is the position coordinate of the target object, l x1 is the first geometric position relationship, l x2 is the second geometric position relationship, a 1x is the first direction acceleration of the current vehicle under test, α2 is the heading angle of the target object, and a 2x is the first direction acceleration of the target object.

[0090] Furthermore, in some embodiments, after calculating the collision time of the current vehicle under test, it also includes: if the collision time of the current vehicle under test is less than the lower limit value of the preset time interval, it is determined that the automatic emergency steering function of the current vehicle under test is in a missed trigger state; if the collision time of the current vehicle under test is greater than the upper limit value of the preset time interval, and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the current vehicle under test is in a false trigger state.

[0091] The preset time interval may be a time interval preset by a person skilled in the art, and is not specifically limited here.

[0092] Specifically, when the collision time of the current vehicle under test is less than the lower limit of the preset time interval, it is determined that the automatic emergency steering function of the current vehicle under test is in a missed trigger state, and the driver is reminded through the interactive module 14, so that the driver can take over the vehicle to avoid further collision damage.

[0093] For example, assuming that the activation threshold of the automatic emergency steering function of the current vehicle under test is 1.5s, the preset time interval TTC can be set A The lower limit is 1.3s, which means that the collision time TTC of the current vehicle under test is r When it drops below 1.3s (such as 1.2s), it is determined that the automatic emergency steering function of the current vehicle under test is in a missed trigger state. At this time, the driver takes over the vehicle, and the control host 1 records that the automatic emergency steering function of the current vehicle under test is missed or triggered too late.

[0094] Further, assuming that the preset time interval TTC A The upper limit value is 2s. If the collision time of the current vehicle under test is greater than the upper limit value of the preset time interval, that is, the collision time TTC of the current vehicle under test r Distance to preset time interval TTC A If there is still a long time before the upper limit value is reached and the automatic emergency steering function of the current vehicle under test is triggered without the risk of collision, it is determined that the automatic emergency steering function of the current vehicle under test is in a false triggering state, that is, the control host 1 records it as a false triggering of the automatic emergency steering function of the current vehicle under test.

[0095] In addition, the preset time interval TTC in the embodiment of the present application A It can also be an expected alarm time threshold TTC input by the user through the control host 1 A For example, at the collision time TTC of the current vehicle under test r Drop to the expected alarm time threshold TTC AWhen the automatic emergency steering function is not triggered in this test, the control host 1 records that the automatic emergency steering function is not triggered or is triggered too late; at the current collision time TTC of the vehicle under test r Distance to expected alarm time threshold TTC A If there is still a long time and no collision risk, the automatic emergency steering function of the current tested vehicle is triggered, then the control host 1 records it as an erroneous triggering of the automatic emergency steering function of the current tested vehicle.

[0096] In step S503, if the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the vehicle under test is in an activated state.

[0097] Specifically, if the calculated collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the current vehicle under test is in an activated state, which means that the system has responded to the potential collision threat and will take corresponding avoidance measures.

[0098] In addition, when the automatic emergency steering function of the current tested vehicle is activated, the control host 1 will record the collision time TTC of the current tested vehicle at this time r , and can also record the GNSS trajectory of the current vehicle under test during the activation of the automatic emergency steering function and plot it in a two-dimensional plane coordinate system.

[0099] Furthermore, in some embodiments, after determining that the automatic emergency steering function of the current vehicle under test is in an activated state, it also includes: obtaining the second direction angular velocity of the current vehicle under test, the wheelbase of the current vehicle under test, and the center of gravity height of the current vehicle under test; obtaining the real-time turning radius of the current vehicle under test according to the second direction angular velocity of the current vehicle under test and the first direction acceleration of the current vehicle under test, and obtaining the critical turning radius of the rollover of the current vehicle under test according to the wheelbase of the current vehicle under test, the center of gravity height of the current vehicle under test, and the first direction acceleration of the current vehicle under test; if the difference between the real-time turning radius and the critical turning radius of the rollover is within a preset threshold range, the anti-rollover component is controlled based on a preset anti-rollover strategy to prevent the vehicle under test from rolling over.

[0100] Optionally, in the embodiment of the present application, the angular velocity ω of the second direction (Y direction) of the current measured vehicle can be obtained by the first inertial measurement module 16. 1y , the wheelbase of the current vehicle under test and the height of the center of gravity of the current vehicle under test can be obtained through the rangefinder, which is not specifically limited here.

[0101] Furthermore, when the automatic emergency steering function of the current tested vehicle is activated, the real-time turning radius R of the current tested vehicle is calculated by controlling the host 1. r for:

[0102]

[0103] Among them, R r is the real-time turning radius of the vehicle under test, a 1x is the first direction acceleration of the current vehicle under test, ω 1y is the second direction angular velocity of the current vehicle being tested.

[0104] It is understandable that due to the limitations of the automatic emergency steering function test conditions, the friction adhesion coefficient of the road surface in the test site is usually good, and its value is close to 1. Therefore, the actual rollover critical turning radius R of the current tested vehicle is c for:

[0105]

[0106] Among them, R c is the critical turning radius of the rollover of the current vehicle under test, h1 is the height of the center of gravity of the current vehicle under test, and a 1x is the first direction acceleration of the current vehicle under test, g is the gravity acceleration constant, and d1 is the wheelbase of the current vehicle under test.

[0107] In the actual test, the first direction acceleration a of the current tested vehicle 1x 、The second direction angular velocity ω of the current vehicle under test 1y are variables, which are sent to the control host 1 in real time by the first inertial measurement module 16. The control host 1 calculates and compares the real-time turning radius R of the current vehicle under test in real time. r The value is related to the critical turning radius R of the current vehicle under test. c The value is the real-time turning radius R of the vehicle being tested. r It will be smaller than the critical turning radius R of the current vehicle under test. c When the vehicle is in a state of emergency, the interactive module prompts the driver to prepare for rollover prevention, and transmits the information to the rollover prevention actuator 33 through wireless communication to release the automatic ejection mechanism on the corresponding side. The automatic ejection mechanism quickly releases the stored energy and pushes the rollover prevention bracket on the corresponding side to extend out of the side of the vehicle body. The universal rubber wheel at the end of the bracket contacts the ground and rolls. The rollover prevention bracket supports the vehicle body to prevent it from rolling over.

[0108] Furthermore, in some embodiments, after determining that the automatic emergency steering function of the current vehicle under test is in an activated state, it also includes: determining whether the current vehicle under test changes lanes to the adjacent lane normally and returns to the center; if the current vehicle under test changes lanes to the adjacent lane normally and returns to the center, then it is determined that the automatic emergency steering function of the current vehicle under test is in a normal state; otherwise, it is determined that the automatic emergency steering function of the current vehicle under test is in a poor lane change trajectory state.

[0109] Specifically, after the automatic emergency steering function of the current vehicle under test is activated, it is necessary to further determine whether the vehicle has successfully completed the avoidance action, that is, whether it can safely change lanes to the adjacent lane and return to the correct driving direction. Specifically, during this process, the vehicle needs to switch from the current position to the adjacent lane to avoid the target in front, and after completing the avoidance action, the vehicle needs to return to the normal driving route, that is, the vehicle's driving direction should be consistent with the direction of the lane.

[0110] Based on the vehicle's performance during the lane change process, the following two judgments can be made:

[0111] (1) Normal state: If the current vehicle under test successfully changes lanes to the adjacent lane and can smoothly return to the normal state, it means that the vehicle can correctly avoid the target object in an emergency and resume normal driving. At this time, it is determined that the automatic emergency steering function of the current vehicle under test is in a normal state, and the control host 1 records that the automatic emergency steering function of the current vehicle under test is normal.

[0112] (2) Poor lane-changing trajectory state: If the current vehicle under test fails to correctly perform the avoidance action during the lane-changing process, for example, although the current vehicle under test attempts to avoid the target object, it under-changes lanes (fails to fully enter the adjacent lane) or over-changes lanes (drives out of the adjacent lane) during the lane-changing process, resulting in the continued risk of collision, then the automatic emergency steering function of the current vehicle under test is determined to be in a poor lane-changing trajectory state, and the control host 1 records that the automatic emergency steering function of the current vehicle under test is activated, but the lane-changing trajectory is poor.

[0113] In addition, the poor lane changing trajectory state of the embodiment of the present application may also include the automatic emergency steering function of the current vehicle under test being triggered, but the current vehicle under test has too much yaw. During the lane changing process to the adjacent lane, the turning radius of the vehicle under test reaches the rollover critical value, and the anti-rollover bracket pops out. At this time, the control host records that the automatic emergency steering function of the current vehicle under test is activated, but the lateral control is poor.

[0114] Furthermore, in some embodiments, after determining that the automatic emergency steering function of the current vehicle under test is in an activated state, it also includes: recording the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state, so as to evaluate the automatic emergency steering function of the current vehicle under test based on the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state.

[0115] The lane-changing trajectory of the tested vehicle refers to the actual driving path of the current tested vehicle during the execution of the automatic emergency steering action.

[0116] Specifically, after the automatic emergency steering function is determined to be in an activated state, the vehicle automatic emergency steering function test system needs to record the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state.

[0117] Furthermore, by recording and analyzing the collision time of the current vehicle under test and the lane change trajectory data of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is activated, the performance of the automatic emergency steering function can be further evaluated.

[0118] Specifically, by recording the collision time of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is activated, the response speed of the vehicle automatic emergency steering function test system to emergency situations can be evaluated, that is, whether the automatic emergency steering function is triggered at the right time, that is, whether it is triggered within the preset time interval. If the collision time of the current vehicle under test is too early or too late, it may cause unnecessary braking or evasive actions, affecting driving safety. In addition, by analyzing the lane change trajectory of the current vehicle under test, it can be evaluated whether the vehicle automatic emergency steering function test system can smoothly, continuously and accurately guide the vehicle to a safe adjacent lane during emergency steering.

[0119] Therefore, through the vehicle automatic emergency steering function testing system and method of the present invention, combined with the collision time and lane change trajectory, the overall performance of the automatic emergency steering function can be comprehensively evaluated, so as to safely, efficiently and comprehensively obtain the performance level of the automatic emergency steering function of the tested vehicle, such as the function triggering timing, the vehicle body yaw angle and other statistical values ​​and abnormal scene steering trajectory.

[0120] In order to help those skilled in the art to more clearly and intuitively understand the vehicle automatic emergency steering function testing method proposed in the present application, a detailed description is given below in conjunction with specific embodiments.

[0121] Specifically, testers can select test scenarios based on vehicle function definitions. For example, if a vehicle model can identify passenger car targets, pedestrian targets, and bicycle targets, it can be tested according to the typical test scenarios shown in Table 1.

[0122] Table 1

[0123]

[0124]

[0125] Furthermore, after the tester determines the test range, the software targets are installed on the mobile platform 26 in sequence as shown in Table 1.

[0126] Before each scenario test, the tester enters the expected alarm time threshold TTC through the control host 1 A , the wheelbase d1 of the tested vehicle, the height of the center of gravity h1 of the tested vehicle and other parameters. When the test is in progress, the control host 1 calculates the collision time TTC of the current tested vehicle in real time r If the activation threshold of the automatic emergency steering function is 1.5s, the alarm time threshold TTC can be set A is 1.2s, which means when TTC r When it drops to 1.2s, it is considered that the automatic emergency steering function of this test is missed. After being ready, the vehicle under test turns on the automatic emergency steering function and drives towards the target object at the speed specified in Table 1.

[0127] The test results obtained in the examples of this application are as follows:

[0128] Test result 1, the current vehicle collision time TTC r Drop to the expected alarm time threshold TTC A , the driver takes over the vehicle, and the automatic emergency steering function is not triggered in this test, and the control host 1 records that the automatic emergency steering function is not triggered or is triggered too late;

[0129] Test result 2, the current vehicle collision time TTC r Distance to expected alarm time threshold TTC A There is also a relatively long period of time, and in the absence of a collision risk, the automatic emergency steering function of the vehicle under test is triggered, and the control host 1 records it as a false triggering of the automatic emergency steering function;

[0130] Test result 3, the current vehicle collision time TTC r Drop to the expected alarm time threshold TTC A Before, the automatic emergency steering function of the vehicle under test is triggered, the vehicle under test changes lanes normally to the adjacent lane and returns to the center position, and the control host 1 records that the automatic emergency steering function is normal;

[0131] Test result 4, the current vehicle collision time TTC r Drop to the expected alarm time threshold TTC A Before, the automatic emergency steering function of the vehicle under test is triggered, but the vehicle under test under-changes lanes or over-changes lanes, and drives out of the adjacent lane or does not fully enter the adjacent lane, and the control host 1 records that the automatic emergency steering function is activated, but the lane change trajectory is poor;

[0132] Test result 5, current vehicle collision time TTC r Drop to the expected alarm time threshold TTC A Previously, the automatic emergency steering function of the vehicle under test was triggered, but the vehicle under test swung too much. During the lane change to the adjacent lane, the turning radius of the vehicle under test reached the rollover critical value, and the anti-rollover bracket popped out. The control host 1 recorded that the automatic emergency steering function was activated, but the lateral control was poor.

[0133] Furthermore, after the test, for each test condition, in addition to the test results, the vehicle collision time TTC when the automatic emergency steering function is activated is also obtained. r Test parameters and lane-changing trajectory parameters of the vehicle under test.

[0134] Furthermore, the tester can use the vehicle collision time (TTC) when the automatic emergency steering function is activated. r Evaluate the accuracy of the activation timing of the automatic emergency steering function of the tested vehicle, and evaluate the lateral control accuracy of the tested vehicle through the vehicle's lane change trajectory. In addition, testers can also evaluate the effectiveness of the automatic emergency steering function by recording and counting the proportion of normal operating conditions of the automatic emergency steering function in multiple tests.

[0135] Therefore, when the vehicle automatic emergency steering function test system and test method used in this application are used to test the automatic emergency steering function of the intelligent networked vehicle, the vehicle motion parameters can be accurately calculated, and anti-rollover measures can be taken in time when rollover is about to occur to ensure the safety of the test personnel and the vehicle; when the tested vehicle has no rollover risk, it will not affect the normal triggering of the automatic emergency steering system, nor will it cause accidental contact between the tested vehicle and the target object. In addition, the vehicle automatic emergency steering function test system proposed in this application can also synchronously collect on-board CAN data, on-board Ethernet data, the positional relationship between the tested vehicle and the target object, on-site video and audio, etc., so as to accurately calculate the emergency steering trajectory and effectively record the test results, which is of great significance for later statistical calculations.

[0136] According to the vehicle automatic emergency steering function test method proposed in the embodiment of the present application, the collision time of the current vehicle under test is calculated based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object; if the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the vehicle under test is in an activated state. Thus, the problems of safety risks, lack of convenience and inability to synchronize data in the background technology are solved, and the performance level of the vehicle automatic emergency steering function is tested safely, efficiently and comprehensively.

[0137] Next, the automatic emergency steering function testing device for a vehicle proposed in an embodiment of the present application will be described with reference to the accompanying drawings.

[0138] Figure 6 It is a block diagram of a vehicle automatic emergency steering function testing device according to an embodiment of the present application.

[0139] In this embodiment, the device adopts a vehicle automatic emergency steering function test system, and the system includes a control host, a target component and an anti-rollover component.

[0140] like Figure 6 As shown, the vehicle automatic emergency steering function test device 10 includes: an acquisition module 100 , a calculation module 200 and a determination module 300 .

[0141] Among them, the acquisition module 100 is used to obtain the first geometric position relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship of the target component relative to the target, the position coordinates of the target, the first direction acceleration of the target and the heading angle of the target; the calculation module 200 is used to calculate the collision time of the current vehicle under test according to the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target, the first direction acceleration of the target and the heading angle of the target; the determination module 300 is used to determine that the automatic emergency steering function of the vehicle under test is in an activated state if the collision time of the vehicle under test is within a preset time interval and the automatic emergency steering function of the vehicle under test is triggered.

[0142] Further, in some embodiments, after determining that the automatic emergency steering function of the current vehicle under test is in an activated state, the determination module 300 is also used to: obtain the second direction angular velocity of the current vehicle under test, the wheelbase of the current vehicle under test and the center of gravity height of the current vehicle under test; obtain the real-time turning radius of the current vehicle under test according to the second direction angular velocity of the current vehicle under test and the first direction acceleration of the current vehicle under test, and obtain the critical turning radius of rollover of the current vehicle under test according to the wheelbase of the current vehicle under test, the center of gravity height of the current vehicle under test and the first direction acceleration of the current vehicle under test; if the difference between the real-time turning radius and the critical turning radius of rollover is within a preset threshold range, the anti-rollover component is controlled based on a preset anti-rollover strategy to prevent the vehicle under test from rolling over.

[0143] Furthermore, in some embodiments, after calculating the collision time of the current vehicle under test, the calculation module 200 is also used to: if the collision time of the current vehicle under test is less than the lower limit value of the preset time interval, determine that the automatic emergency steering function of the current vehicle under test is in a missed trigger state; if the collision time of the current vehicle under test is greater than the upper limit value of the preset time interval, and the automatic emergency steering function of the current vehicle under test is triggered, determine that the automatic emergency steering function of the current vehicle under test is in a false trigger state.

[0144] Furthermore, in some embodiments, after determining that the automatic emergency steering function of the current vehicle under test is in an activated state, the determination module 300 is also used to determine whether the current vehicle under test changes lanes to the adjacent lane and returns to the center normally; if the current vehicle under test changes lanes to the adjacent lane and returns to the center normally, it is determined that the automatic emergency steering function of the current vehicle under test is in a normal state; otherwise, it is determined that the automatic emergency steering function of the current vehicle under test is in a poor lane change trajectory state.

[0145] Furthermore, in some embodiments, after determining that the automatic emergency steering function of the current vehicle under test is in an activated state, the determination module 300 is also used to: record the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state, so as to evaluate the automatic emergency steering function of the current vehicle under test based on the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state.

[0146] It should be noted that the above explanation of the embodiment of the vehicle automatic emergency steering function test method is also applicable to the vehicle automatic emergency steering function test device of this embodiment, which will not be repeated here.

[0147] According to the automatic emergency steering function test device for a vehicle proposed in the embodiment of the present application, the collision time of the current vehicle under test is calculated based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object; if the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the vehicle under test is in an activated state. Thus, the problems of safety risks, lack of convenience and inability to synchronize data in the background technology are solved, and the performance level of the automatic emergency steering function of the vehicle is tested safely, efficiently and comprehensively.

[0148] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0149] A memory 701 , a processor 702 , and a computer program stored in the memory 701 and executable on the processor 702 .

[0150] When the processor 702 executes the program, the vehicle automatic emergency steering function testing method provided in the above embodiment is implemented.

[0151] Furthermore, the vehicle also includes:

[0152] The communication interface 703 is used for communication between the memory 701 and the processor 702 .

[0153] The memory 701 is used to store computer programs that can be executed on the processor 702 .

[0154] The memory 701 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0155] If the memory 701, the processor 702 and the communication interface 703 are implemented independently, the communication interface 703, the memory 701 and the processor 702 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 7Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0156] Optionally, in a specific implementation, if the memory 701, the processor 702 and the communication interface 703 are integrated on a chip, the memory 701, the processor 702 and the communication interface 703 can communicate with each other through an internal interface.

[0157] The processor 702 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0158] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned method for testing the automatic emergency steering function of a vehicle.

[0159] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0160] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0161] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0162] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0163] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0164] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0165] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0166] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for testing the automatic emergency steering function of a vehicle, characterized in that: The method adopts a vehicle automatic emergency steering function test system, the system includes a control host, a target component and an anti-rollover component, and the method includes the following steps: Acquire a first geometric position relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, a second geometric position relationship of the target component relative to the target, the position coordinates of the target, the first direction acceleration of the target, and the heading angle of the target; Calculate the collision time of the current vehicle under test according to the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object and the heading angle of the target object; If the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the vehicle under test is in an activated state.

2. The method according to claim 1, characterized in that After determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the method further includes: Obtaining the second direction angular velocity of the current vehicle under test, the wheelbase of the current vehicle under test, and the center of gravity height of the current vehicle under test; Obtaining a real-time turning radius of the current vehicle under test according to the second direction angular velocity of the current vehicle under test and the first direction acceleration of the current vehicle under test, and obtaining a rollover critical turning radius of the current vehicle under test according to the wheelbase of the current vehicle under test, the center of gravity height of the current vehicle under test and the first direction acceleration of the current vehicle under test; If the difference between the real-time turning radius and the rollover critical turning radius is within a preset threshold range, the anti-rollover component is controlled based on a preset anti-rollover strategy to prevent the tested vehicle from rolling over.

3. The method according to claim 1, characterized in that After the collision time of the current vehicle under test is obtained by calculation, the method further includes: If the collision time of the current vehicle under test is less than the lower limit of the preset time interval, it is determined that the automatic emergency steering function of the current vehicle under test is in a leak trigger state; If the collision time of the current vehicle under test is greater than the upper limit of the preset time interval, and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the current vehicle under test is in a false trigger state.

4. The method according to claim 1, characterized in that: After determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the method further includes: Determine whether the currently tested vehicle changes lanes to an adjacent lane normally and returns to the center; If the current vehicle under test changes lanes normally to the adjacent lane and returns to the center, it is determined that the automatic emergency steering function of the current vehicle under test is in a normal state; otherwise, it is determined that the automatic emergency steering function of the current vehicle under test is in a poor lane change trajectory state.

5. The method according to claim 4, characterized in that After determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the method further includes: Record the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state, so as to evaluate the automatic emergency steering function of the current vehicle under test based on the collision time of the current vehicle under test and the lane changing trajectory of the current vehicle under test when the automatic emergency steering function of the current vehicle under test is in an activated state.

6. A vehicle automatic emergency steering function test device, characterized in that: The device adopts a vehicle automatic emergency steering function test system, the system includes a control host, a target component and an anti-rollover component, and the device includes: An acquisition module is used to acquire a first geometric position relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, a first direction acceleration of the current vehicle under test, a heading angle of the current vehicle under test, a second geometric position relationship of the target component relative to the target, the position coordinates of the target, the first direction acceleration of the target and the heading angle of the target; a calculation module, configured to calculate a collision time of the current vehicle under test according to the first geometric position relationship, the position coordinates of the current vehicle under test, the first direction acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric position relationship, the position coordinates of the target object, the first direction acceleration of the target object, and the heading angle of the target object; The determination module is used to determine that the automatic emergency steering function of the current vehicle under test is in an activated state if the collision time of the current vehicle under test is within a preset time interval and the automatic emergency steering function of the current vehicle under test is triggered.

7. The device according to claim 6, characterized in that After determining that the automatic emergency steering function of the current tested vehicle is in an activated state, the determination module is further used to: Obtaining the second direction angular velocity of the current vehicle under test, the wheelbase of the current vehicle under test, and the center of gravity height of the current vehicle under test; Obtaining a real-time turning radius of the current vehicle under test according to the second direction angular velocity of the current vehicle under test and the first direction acceleration of the current vehicle under test, and obtaining a rollover critical turning radius of the current vehicle under test according to the wheelbase of the current vehicle under test, the center of gravity height of the current vehicle under test and the first direction acceleration of the current vehicle under test; If the difference between the real-time turning radius and the rollover critical turning radius is within a preset threshold range, the anti-rollover component is controlled based on a preset anti-rollover strategy to prevent the tested vehicle from rolling over.

8. The device according to claim 6, characterized in that After obtaining the collision time of the current vehicle under test by calculation, the calculation module is further used to: If the collision time of the current vehicle under test is less than the lower limit of the preset time interval, it is determined that the automatic emergency steering function of the current vehicle under test is in a leak trigger state; If the collision time of the current vehicle under test is greater than the upper limit of the preset time interval, and the automatic emergency steering function of the current vehicle under test is triggered, it is determined that the automatic emergency steering function of the current vehicle under test is in a false trigger state.

9. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a method for testing an automatic emergency steering function of a vehicle as claimed in any one of claims 1 to 5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement a method for testing an automatic emergency steering function of a vehicle as described in any one of claims 1 to 5.

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