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

Abstract

The application relates to a vehicle automatic emergency steering function test method, a device, a vehicle and a medium, the method adopts a vehicle automatic emergency steering function test system, the system comprises a control host, a target object assembly and an anti-rollover assembly, and the method comprises the following steps: obtaining a current measured vehicle collision time according to a first geometric position relationship, a position coordinate of a current measured vehicle, a first direction acceleration of the current measured vehicle, a heading angle of the current measured vehicle, a second geometric position relationship, a position coordinate of a target object, a first direction acceleration of the target object and a heading angle of the target object; if the current measured vehicle collision time is in a preset time interval and an automatic emergency steering function of the current measured vehicle is triggered, it is determined that the automatic emergency steering function of the measured vehicle is in an activated state. Therefore, the problems of safety risks, insufficient convenience and unsynchronized data in the background art are solved, and the performance of the vehicle automatic emergency steering function is safely and efficiently tested.

Description

Technical Field

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

[0002] With the rapid development of intelligent connected vehicle technology, the performance testing and evaluation of automatic emergency steering, as an important active safety technology, has become particularly crucial. Automatic emergency steering aims to avoid or mitigate a collision by automatically controlling the vehicle's steering when faced with a collision hazard. However, existing real-vehicle testing methods have the following pressing issues that need to be addressed:

[0003] (1) Safety risks: When conducting real-vehicle tests of automatic emergency steering function, since all software and hardware are still under development, the test vehicle completes large-angle emergency steering with alternating left and right turns 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 also lead to economic losses such as vehicle scrapping.

[0004] (2) Convenience issues: Traditional rollover protection brackets extend outwards on both sides of the vehicle body, which not only affects the vehicle's sensors (such as various radars) ability to perceive the surrounding environment, but also changes the vehicle's handling stability. More importantly, when the tested vehicle makes an emergency turn to avoid the target from both sides, the extended parts will inevitably collide violently with the target, causing damage to the target.

[0005] (3) Multi-type data synchronization problem: During the test, it is difficult to effectively synchronize various data such as vehicle emergency steering trajectory, vehicle CAN data, vehicle Ethernet data, positional relationship between test vehicle and target object, and test video, thus making it impossible to accurately evaluate the quality of vehicle emergency steering function. Summary of the Invention

[0006] This application provides a method, device, vehicle, and medium for testing the automatic emergency steering function of a vehicle, in order to solve the problems of safety risks, lack of convenience, and inability to synchronize data in the prior art, and to achieve safe, efficient, and comprehensive testing of the performance level of the automatic emergency steering function of a vehicle.

[0007] The first aspect of this application provides a method for testing the automatic emergency steering function of a vehicle. The method employs a vehicle automatic emergency steering function testing system, which includes a control host, a target component, and an anti-rollover component. The method includes the following steps:

[0008] The system acquires the first geometric positional relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, the first directional acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric positional relationship of the target component relative to the target object, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object.

[0009] The collision time of the current vehicle is calculated based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first directional 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 directional acceleration of the target object, and the heading angle of the target object.

[0010] If the collision time of the currently tested vehicle is within a preset time interval, and the automatic emergency steering function of the currently tested vehicle is triggered, then it is determined that the automatic emergency steering function of the tested vehicle is in an active state.

[0011] According to one embodiment of this application, after determining that the automatic emergency steering function of the currently tested vehicle is activated, the method further includes:

[0012] The second angular velocity of the currently tested vehicle, the wheelbase of the currently tested vehicle, and the center of gravity height of the currently tested vehicle are obtained.

[0013] The real-time turning radius of the vehicle under test is obtained based on the second directional angular velocity and the first directional acceleration of the vehicle under test. The critical turning radius for rollover of the vehicle under test is obtained based on the wheelbase, the center of gravity height, and the first directional acceleration of the vehicle under test.

[0014] If the difference between the real-time turning radius and the critical turning radius for rollover 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 one embodiment of this application, after calculating the current collision time of the tested vehicle, 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 missed trigger state.

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

[0018] According to one embodiment of this application, after determining that the automatic emergency steering function of the currently tested vehicle is activated, the method further includes:

[0019] Determine whether the currently tested vehicle has changed lanes to the adjacent lane and returned to center normally;

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

[0021] According to one embodiment of this application, after determining that the automatic emergency steering function of the currently tested vehicle is activated, the method further includes:

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

[0023] According to the automatic emergency steering function testing method for vehicles provided in this application, the collision time of the current test vehicle is calculated based on a first geometric positional relationship, the position coordinates of the current test vehicle, the first directional acceleration of the current test vehicle, the heading angle of the current test vehicle, a second geometric positional relationship, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object. If the collision time of the current test vehicle is within a preset time interval, and the automatic emergency steering function of the current test vehicle is triggered, then it is determined that the automatic emergency steering function of the test vehicle is in an active state. This solves the problems of safety risks, insufficient convenience, and data synchronization issues in the prior art, and achieves safe, efficient, and comprehensive testing of the performance level of the automatic emergency steering function of vehicles.

[0024] A second aspect of this application provides a vehicle automatic emergency steering function testing device. The device employs a vehicle automatic emergency steering function testing system, which includes a control host, a target component, and an anti-rollover component. The device includes:

[0025] The acquisition module is used to acquire the first geometric positional relationship of the control host relative to the current test vehicle, the position coordinates of the current test vehicle, the first directional acceleration of the current test vehicle, the heading angle of the current test vehicle, the second geometric positional relationship of the target component relative to the target object, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object;

[0026] The calculation module is used to calculate the collision time of the current vehicle based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first directional 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 directional 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 vehicle under test is active 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 this application, after determining that the automatic emergency steering function of the currently tested vehicle is activated, the determining module is further configured to:

[0029] The second angular velocity of the currently tested vehicle, the wheelbase of the currently tested vehicle, and the center of gravity height of the currently tested vehicle are obtained.

[0030] The real-time turning radius of the vehicle under test is obtained based on the second directional angular velocity and the first directional acceleration of the vehicle under test. The critical turning radius for rollover of the vehicle under test is obtained based on the wheelbase, the center of gravity height, and the first directional acceleration of the vehicle under test.

[0031] If the difference between the real-time turning radius and the critical turning radius for rollover 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 one embodiment of this application, after the current collision time of the tested vehicle is calculated, the calculation module is further configured 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 missed trigger state.

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

[0035] According to one embodiment of this application, after determining that the automatic emergency steering function of the currently tested vehicle is activated, the determining module is further configured to:

[0036] Determine whether the currently tested vehicle has changed lanes to the adjacent lane and returned to center normally;

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

[0038] According to one embodiment of this application, after determining that the automatic emergency steering function of the currently tested vehicle is activated, the determining module is further configured to:

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

[0040] The automatic emergency steering function testing device for vehicles provided in this application calculates the collision time of the vehicle under test based on a first geometrical positional relationship, the position coordinates of the vehicle under test, the first directional acceleration of the vehicle under test, the heading angle of the vehicle under test, a second geometrical positional relationship, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object. 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, then the automatic emergency steering function of the vehicle under test is determined to be active. This solves the problems of safety risks, lack of convenience, and data synchronization issues present in the prior art, and achieves safe, efficient, and comprehensive testing of the performance level of the vehicle's automatic emergency steering function.

[0041] A third aspect of this application provides a vehicle, including: 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 automatic emergency steering function test method of the vehicle as described in the above embodiments.

[0042] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to perform the automatic emergency steering function test method for a vehicle as described in the above embodiments.

[0043] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

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

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

[0046] Figure 2 This is a schematic diagram of the structure of a target component according to an embodiment of this application;

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

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

[0049] Figure 5 This is a flowchart of a test method for the automatic emergency steering function of a vehicle according to an embodiment of this application;

[0050] Figure 6 A block diagram of a vehicle automatic emergency steering function testing device according to an embodiment of this application;

[0051] Figure 7 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. Detailed Implementation

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

[0053] The following description, with reference to the accompanying drawings, describes a method, apparatus, vehicle, and medium for testing the automatic emergency steering function of a vehicle according to embodiments of this application.

[0054] Before introducing the vehicle automatic emergency steering function test method of the embodiments of this application, let me first introduce the vehicle automatic emergency steering function test system involved in the vehicle automatic emergency steering function test method of this application.

[0055] Specifically, the vehicle automatic emergency steering function test system includes a control host, a target component, and an anti-rollover component. During the test, the control host is placed inside the vehicle under test, the target component is built into the mobile platform and combined with the soft target cover to simulate target objects such as target vehicles and target bicycles, and the anti-rollover component can be installed under the vehicle body under test.

[0056] For example, such as 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] The first processor 11 can be an integrated circuit-type 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 time to collision (TTC) with the target object, whether there is a risk of rollover, and outputting test results. 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 the following communication methods: 4G / 5G, Bluetooth, WIFI, UWB (Ultra-Wideband), ZigBee, etc. The first wireless communication transceiver 12 is used to forward the information exchange between the first processor 11 and the target component 2 and the anti-rollover component 3 to achieve short-range information exchange.

[0059] The vehicle data acquisition module 13 is used to acquire vehicle bus and vehicle Ethernet data, record the triggering time of the automatic emergency steering function of the vehicle under test, the identification of target objects, etc., and store them in the memory 15.

[0060] The interaction module 14 is used to test the interaction between the test personnel and the control host 1 and to issue timely warnings to the driver when there is a risk of rollover.

[0061] The memory 15 includes two parts: main memory and secondary memory. The main memory is used to temporarily store the computational data in the first processor 11 and the data exchanged with the secondary memory. The secondary 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 two parts: a high-precision gyroscope and an accelerometer. The high-precision gyroscope uses the Coriolis force to provide the roll, pitch, and yaw angles of the vehicle under test, while the accelerometer is used to measure the acceleration of the object in order to achieve high-precision dead reckoning.

[0063] The first positioning module 17 can use GNSS (Global Navigation Satellite System) differential positioning and other methods 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 test videos and audio during the testing process, so as to record abnormal phenomena of the vehicle recognition system and reproduce the scene.

[0065] Furthermore, such as Figure 2 As shown, the target component 2 consists 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. Except for the driving mechanism 25, all other components are arranged inside the mobile platform 26.

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

[0067] Similar to the first processor 11, the second processor 21 can use an integrated circuit-type central processing unit. Its purpose is to collect data, such as the 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. It also sends commands to the second wireless communication transceiver 22 or receives signals. In addition, the second processor 21 also performs various calculations, such as converting the movement commands issued by the first processor 11 into executable parameters such as rotational speed, wheel speed, and steering angle, and sending them to the driving 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 it. It can perform information exchange between the second processor 21 and the control host 1, and realize the synchronization and transmission of various data of the target object with the control host 1.

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

[0070] The second positioning module 24 can use GNSS differential positioning and other methods to determine the location of the target object and report it to the second processor 21.

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

[0072] Furthermore, such as Figure 3 As shown, the anti-rollover assembly 3 consists 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 can use an integrated circuit-type central processing unit. Its purpose is to receive information from the third wireless communication transceiver 32 and convert and forward it 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 it. It 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 commands of the control host 1 in a timely manner.

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

[0076] Furthermore, such as 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 yaw is too large and is about to reach the vehicle rollover threshold, it transmits the information wirelessly 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 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, both rollover braces extend to a length between 1 and 1.5 meters and are of equal length. This satisfies the needs of normal use when concealed under the vehicle body, and also ensures stable support of the vehicle when fully extended to one side after a rollover. The automatic launch mechanism can use a double-stage spring to increase the launch speed, typically achieving a launch speed of over 30 m / s. The length of the compression spring on the rollover brace can also be between 1 and 1.5 meters, meaning that the automatic launch mechanism can fully extend the rollover brace within 0.05 seconds after receiving a signal to release elastic potential energy. Furthermore, the multiple omnidirectional rubber wheels on the rollover brace can change the rolling direction according to the direction of force, ensuring that the rollover brace extends smoothly to the designated position even if the vehicle has a large lateral tilt angle.

[0078] The following describes the test method for the automatic emergency steering function of a vehicle using the aforementioned vehicle automatic emergency steering function test system proposed in this application.

[0079] Specifically, 5 is a flowchart illustrating a method for testing the automatic emergency steering function of a vehicle according to an embodiment of this application.

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

[0081] In step S501, the following information is obtained: 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 directional 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 object, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object.

[0082] Specifically, in this embodiment of the application, before testing the automatic emergency steering function of the vehicle under test, the control host can be placed inside the vehicle under test, and the first geometric positional relationship of the control host relative to the vehicle under test (e.g., the distance l between the control host and the foremost point of the vehicle under test) can be measured. x1 The distance l between the control host and the rightmost end of the currently tested vehicle y1 The first positioning module 17 determines a planar coordinate system, within which the vehicle being measured is a planar polygon of a defined size.

[0083] Furthermore, the second geometric positional relationship between the software target component and the software target object is measured (e.g., the distance l between the target component and the rearmost end of the software target object). x2 The distance l of the target component from the rightmost end of the vehicle y2 The second positioning module 24 determines that the target object is a planar polygon of a defined size and determines its position within 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 seen that the vehicle being measured can move at any time, and its coordinates can be represented as (lon1, lat1, alt1). The target object can also move at any time, and its coordinates can be represented as (lon2, lat2, alt2).

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

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

[0087] Specifically, based on the first geometric positional relationship, the current position coordinates of the vehicle being tested, the first directional acceleration of the vehicle being tested, the heading angle of the vehicle being tested, the second geometric positional relationship, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object, the collision time of the vehicle being tested can be calculated. The formula for calculating the collision time of the vehicle being tested is as follows:

[0088]

[0089] Among them, TTC r Let α1 be the current collision time of the tested vehicle, (lon1,lat1,alt1) be the current heading angle of the tested vehicle, (lon2,lat2,alt2) be the current position coordinates of the tested vehicle, and l be the position coordinates of the target object. x1 For the first geometric positional relationship, l x2 For the second geometric positional relationship, a 1x Let α be the acceleration in the first direction of the vehicle being measured, α2 be the heading angle of the target object, and a 2x The acceleration in the first direction of the target object is given.

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

[0091] The preset time interval can be a time interval pre-set by those skilled in the art, and is not specifically limited here.

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

[0093] For example, assuming the activation threshold of the automatic emergency steering function of the vehicle under test is 1.5 seconds, a preset time interval TTC can be set. A The lower limit is 1.3s, meaning that within the time TTC of the current vehicle being tested... r If the time drops below 1.3s (e.g., 1.2s), it is determined that the automatic emergency steering function of the current test vehicle 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 test vehicle is either missed or triggered too late.

[0094] Furthermore, assuming a preset time interval TTC A The upper limit is 2 seconds. If the current collision time of the tested vehicle is greater than the upper limit of the preset time interval, that is, the current collision time of the tested vehicle is TTC. r Distance from preset time interval TTC A If the upper limit of the test vehicle is still a long time away and the automatic emergency steering function of the test vehicle is triggered under no collision risk, then the automatic emergency steering function of the test vehicle is determined to be in a false trigger state, that is, the control host 1 records it as the automatic emergency steering function of the test vehicle being falsely triggered.

[0095] Furthermore, the preset time interval TTC in the embodiments of this application A Alternatively, it can be a desired alarm time threshold (TTC) input by the user through control host 1. A For example, at the current time of collision of the tested vehicle, TTC r Drop to the expected alarm time threshold (TTC) AIf the automatic emergency steering function fails to trigger during this test, the control unit 1 records it as either a missed trigger or a delayed trigger. This occurred during the time of collision (TTC) of the tested vehicle. r Distance to Expected Alarm Time Threshold (TTC) A If the automatic emergency steering function of the currently tested vehicle is triggered after a considerable period of time and without any risk of collision, the control host 1 will record it as a false triggering of the automatic emergency steering function of the currently tested vehicle.

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

[0097] Specifically, if the calculated collision time of the current test vehicle is within the preset time interval, and the automatic emergency steering function of the current test vehicle is triggered, then it is determined that the automatic emergency steering function of the current test vehicle is active, 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 vehicle under test is active, the control host 1 will record the time of collision (TTC) of the vehicle under test at that time. r It can also record the GNSS trajectory of the 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 test vehicle is active, the method further includes: acquiring the second directional angular velocity, the wheelbase, and the center of gravity height of the current test vehicle; obtaining the real-time turning radius of the current test vehicle based on the second directional angular velocity and the first directional acceleration of the current test vehicle; and obtaining the rollover critical turning radius of the current test vehicle based on the wheelbase, the center of gravity height, and the first directional acceleration of the current test vehicle; if the difference between the real-time turning radius and the rollover critical turning radius is within a preset threshold range, then controlling the anti-rollover component based on a preset anti-rollover strategy to prevent the test vehicle from rolling over.

[0100] Optionally, in this embodiment of the application, the second direction (Y direction) angular velocity ω of the currently measured vehicle can be obtained through the first inertial measurement module 16. 1y The wheelbase and center of gravity height of the vehicle being measured can be obtained through a rangefinder, without any specific limitations.

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

[0102]

[0103] Among them, R r Let a be the real-time turning radius of the vehicle being tested. 1x Let ω be the acceleration in the first direction of the vehicle being tested. 1y This represents the second angular velocity of the vehicle currently being measured.

[0104] Understandably, due to the limitations of automatic emergency steering function testing conditions, the road surface friction adhesion coefficient of the test site is usually quite good, close to 1. Therefore, the actual critical turning radius R for rollover of the vehicle under test is currently very small. c for:

[0105]

[0106] Among them, R c Let h1 be the critical turning radius for rollover of the vehicle under test, h1 be the center of gravity height of the vehicle under test, and a be the center of gravity height of the vehicle under test. 1x d1 represents the acceleration in the first direction of the vehicle being tested, g is the gravitational acceleration constant, and d1 is the wheelbase of the vehicle being tested.

[0107] In actual testing, the first directional acceleration 'a' of the vehicle under test is... 1x The second angular velocity ω of the vehicle currently being measured 1y All variables are sent in real time from the first inertial measurement module 16 to the control host 1. The control host 1 calculates and compares the real-time turning radius R of the vehicle under test in real time. r The value is related to the critical rollover turning radius R of the currently tested vehicle. c The value is related to the real-time turning radius R of the vehicle being tested. r The turning radius R that is about to be smaller than the critical rollover radius of the currently tested vehicle c When the driver is prompted to prepare for rollover prevention via the interactive module, the automatic ejection mechanism on the corresponding side is released via wireless communication to the rollover prevention actuator 33. The automatic ejection mechanism quickly releases its stored energy and pushes the rollover prevention bracket on the corresponding side to extend out 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 rollover.

[0108] Furthermore, in some embodiments, after determining that the automatic emergency steering function of the current test vehicle is in an active state, the method further includes: determining whether the current test vehicle has changed lanes to the adjacent lane and straightened its position normally; if the current test vehicle has changed lanes to the adjacent lane and straightened its position normally, then the automatic emergency steering function of the current test vehicle is determined to be in a normal state; otherwise, the automatic emergency steering function of the current test vehicle is determined to be in a poor lane-changing trajectory state.

[0109] Specifically, after the automatic emergency steering function of the vehicle under test is activated, it is necessary to further determine whether the vehicle has successfully completed the avoidance maneuver, that is, whether it can safely change lanes to an adjacent lane and return to the correct driving direction. Specifically, in this process, the vehicle needs to switch from its current position to an adjacent lane to avoid the target ahead, and after completing the avoidance maneuver, 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 behavior during the lane-changing process, the following two judgments can be made:

[0111] (1) Normal state: If the vehicle under test successfully changes lanes to the adjacent lane and can return to normal smoothly, 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 vehicle under test is in normal state, and the control host 1 records that the automatic emergency steering function of the vehicle under test is normal.

[0112] (2) Poor lane change trajectory: If the vehicle under test fails to perform the avoidance action correctly during the lane change process, for example, although the vehicle under test attempts to avoid the target, it does not change lanes enough (failed to fully enter the adjacent lane) or over-changes lanes (exits the adjacent lane), resulting in a risk of collision. In this case, the automatic emergency steering function of the vehicle under test is determined to be in a poor lane change trajectory state. At the same time, the control host 1 records that the automatic emergency steering function of the vehicle under test is activated, but the lane change trajectory is poor.

[0113] In addition, the lane change trajectory failure state in this application embodiment may also include the automatic emergency steering function of the current test vehicle being triggered, but the current test vehicle is yawing too much. During the lane change to the adjacent lane, the turning radius of the test vehicle reaches the rollover threshold, and the anti-rollover bracket is deployed. At this time, the control host records that the automatic emergency steering function of the current test vehicle is activated, but the lateral control is poor.

[0114] Furthermore, in some embodiments, after determining that the automatic emergency steering function of the current test vehicle is active, the method further includes: recording the collision time and lane-changing trajectory of the current test vehicle when the automatic emergency steering function of the current test vehicle is active, so as to evaluate the automatic emergency steering function of the current test vehicle based on the collision time and lane-changing trajectory of the current test vehicle when the automatic emergency steering function of the current test vehicle is active.

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

[0116] Specifically, after the automatic emergency steering function is determined to be active, the vehicle automatic emergency steering function test system needs to record the collision time and lane change trajectory of the test vehicle when the automatic emergency steering function of the test vehicle is active.

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

[0118] Specifically, by recording the time of collision of the test vehicle when its automatic emergency steering function is activated, the response speed of the automatic emergency steering system to emergencies can be evaluated. This means assessing whether the automatic emergency steering function triggers at the appropriate time, i.e., within a preset time interval. If the collision occurs too early or too late, it may lead to unnecessary braking or evasive maneuvers, affecting driving safety. Furthermore, by analyzing the lane-changing trajectory of the test vehicle, it is possible to evaluate whether the automatic emergency steering system can smoothly, continuously, and accurately guide the vehicle to a safe adjacent lane during an emergency turn.

[0119] Therefore, by combining the vehicle automatic emergency steering function test system and method of the present invention with the collision time and lane change trajectory, the overall performance of the automatic emergency steering function can be comprehensively evaluated, thereby safely, efficiently and comprehensively obtaining the performance level of the automatic emergency steering function of the tested vehicle, such as the function triggering time, various statistical values ​​such as the vehicle body yaw angle, and abnormal scenario steering trajectory.

[0120] To enable those skilled in the art to understand more clearly and intuitively the automatic emergency steering function test method for vehicles proposed in this application, a detailed description is provided below with reference to specific embodiments.

[0121] Specifically, testers can select test scenarios based on the vehicle's functional definition. For example, if a certain vehicle model can identify passenger car targets, pedestrian targets, and bicycle targets, then the typical test scenarios shown in Table 1 can be used for testing.

[0122] Table 1

[0123]

[0124]

[0125] Furthermore, after determining the test scope, the testers installed the software target objects on the mobile platform 26 in sequence as shown in Table 1.

[0126] Before each scenario test, the tester inputs the desired alarm time threshold (TTC) via control host 1. A The test vehicle's wheelbase d1 and center of gravity height h1 are among the parameters measured. During the test, the control unit 1 calculates the time to collision (TTC) in real time. r If the activation threshold for the automatic emergency steering function is 1.5 seconds, then the alarm time threshold TTC can be set. A It is 1.2s, meaning when TTC r When the speed drops to 1.2s, it is considered that the automatic emergency steering function was not triggered in this test. After preparation, the test vehicle activates the automatic emergency steering function and drives towards the target at the speed specified in Table 1.

[0127] The experimental results obtained from the embodiments of this application are as follows:

[0128] Test Result 1: Time to Collision (TTC) of the Tested Vehicle r Drop to the expected alarm time threshold (TTC) A The driver took over the vehicle. During this test, the automatic emergency steering function was not triggered. The control host 1 recorded that the automatic emergency steering function was either not triggered or triggered too late.

[0129] Test Result 2, Time to Collision (TTC) of the Tested Vehicle r Distance to Expected Alarm Time Threshold (TTC) A There is still a considerable amount of time, and under no risk of collision, the automatic emergency steering function of the tested vehicle is triggered, and the control host 1 records it as an automatic emergency steering function being falsely triggered.

[0130] Test Result 3, Time to Collision (TTC) of the Tested Vehicle r Drop to the expected alarm time threshold (TTC) A Previously, the automatic emergency steering function of the tested vehicle was triggered. The tested vehicle changed lanes normally to the adjacent lane and returned to the correct position. The control host 1 recorded that the automatic emergency steering function was normal.

[0131] Test Result 4: Time to Collision (TTC) of the Tested Vehicle r Drop to the expected alarm time threshold (TTC) A Previously, the automatic emergency steering function of the tested vehicle was triggered, but the tested vehicle did not change lanes properly or overshoot, and drove out of the adjacent lane or did not fully enter the adjacent lane. The control host 1 recorded that the automatic emergency steering function was activated, but the lane change trajectory was poor.

[0132] Test Result 5, Time to Collision (TTC) of the Tested Vehicle r Drop to the expected alarm time threshold (TTC) A Previously, the automatic emergency steering function of the tested vehicle was triggered, but the test vehicle yawed too much. During the process of changing lanes to the adjacent lane, the turning radius of the test vehicle reached the rollover threshold, the anti-rollover bracket was deployed, and 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 was activated was also obtained. r Test parameters and lane-changing trajectory parameters of the vehicle under test.

[0134] Furthermore, testers can use the vehicle collision time-to-traffic (TTC) when the automatic emergency steering function is activated. r The accuracy of the activation timing of the automatic emergency steering function of the tested vehicle is evaluated, and the lateral control accuracy of the tested vehicle is assessed by the lane-changing trajectory of the vehicle. In addition, the testers can also evaluate the effectiveness of the automatic emergency steering function by recording and statistically analyzing the proportion of normal operating conditions of the automatic emergency steering function in multiple tests.

[0135] Therefore, when conducting real-vehicle tests of the automatic emergency steering function of intelligent connected vehicles using the vehicle automatic emergency steering function testing system and test method used in this application, the vehicle motion parameters can be accurately calculated, and anti-rollover measures can be taken in time when a rollover is imminent, ensuring the safety of test personnel and the vehicle. When the tested vehicle has no risk of rollover, 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 testing system proposed in this application can also simultaneously collect on-board CAN data, on-board Ethernet data, the positional relationship between the tested vehicle and the target object, and on-site video and audio, thereby accurately calculating the emergency steering trajectory and effectively recording the test results, which is of great significance for subsequent statistical calculations.

[0136] The automatic emergency steering function testing method for vehicles proposed in this application calculates the collision time of the current vehicle based on a first geometric positional relationship, the position coordinates of the current vehicle under test, the first directional acceleration of the current vehicle under test, the heading angle of the current vehicle under test, a second geometric positional relationship, the position coordinates of the target object, the first directional 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, then the automatic emergency steering function of the vehicle under test is determined to be active. This solves the problems of safety risks, insufficient convenience, and data synchronization issues in the prior art, and achieves safe, efficient, and comprehensive testing of the performance level of the automatic emergency steering function of vehicles.

[0137] Next, referring to the accompanying drawings, a test apparatus for the automatic emergency steering function of a vehicle according to an embodiment of this application is described.

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

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

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

[0141] The acquisition module 100 is used to acquire the first geometric positional relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, the first directional acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric positional relationship of the target component relative to the target object, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object; the calculation module 200 is used to calculate the collision time of the current vehicle under test based on the first geometric positional relationship, the position coordinates of the current vehicle under test, the first directional acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric positional relationship, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object; the determination module 300 is used to determine that the automatic emergency steering function of the current vehicle under test is active 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.

[0142] Furthermore, in some embodiments, after determining that the automatic emergency steering function of the current test vehicle is activated, the determination module 300 is further configured to: acquire the second directional angular velocity, the wheelbase, and the center of gravity height of the current test vehicle; obtain the real-time turning radius of the current test vehicle based on the second directional angular velocity and the first directional acceleration of the current test vehicle; and obtain the rollover critical turning radius of the current test vehicle based on the wheelbase, the center of gravity height, and the first directional acceleration of the current test vehicle; if the difference between the real-time turning radius and the rollover critical turning radius is within a preset threshold range, then control the anti-rollover component based on a preset anti-rollover strategy to prevent the test vehicle from rolling over.

[0143] Furthermore, in some embodiments, after calculating the current collision time of the vehicle under test, the calculation module 200 is further configured to: if the current collision time of the vehicle under test is less than the lower limit of a preset time interval, determine that the automatic emergency steering function of the vehicle under test is in a missed trigger state; if the current collision time of the vehicle under test is greater than the upper limit of the preset time interval, and the automatic emergency steering function of the vehicle under test is triggered, determine that the automatic emergency steering function of the 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 test vehicle is in an active state, the determination module 300 is further configured to: determine whether the current test vehicle has changed lanes to the adjacent lane and returned to center normally; if the current test vehicle has changed lanes to the adjacent lane and returned to center normally, then the automatic emergency steering function of the current test vehicle is determined to be in a normal state; otherwise, the automatic emergency steering function of the current test vehicle is determined to be in a lane-changing trajectory failure state.

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

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

[0147] The automatic emergency steering function testing device for vehicles proposed in this application calculates the collision time of the vehicle under test based on a first geometrical positional relationship, the position coordinates of the vehicle under test, the first directional acceleration of the vehicle under test, the heading angle of the vehicle under test, a second geometrical positional relationship, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object. 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, then the automatic emergency steering function of the vehicle under test is determined to be active. This solves the problems of safety risks, insufficient convenience, and data synchronization issues in the prior art, and achieves safe, efficient, and comprehensive testing of the performance level of the vehicle's automatic emergency steering function.

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

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

[0150] When the processor 702 executes the program, it implements the automatic emergency steering function test method for vehicles provided in the above embodiments.

[0151] Furthermore, the vehicle also includes:

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

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

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

[0155] If the memory 701, processor 702, and communication interface 703 are implemented independently, then the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 7The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

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

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

[0158] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for testing the automatic emergency steering function of a vehicle.

[0159] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

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

[0161] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0162] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0163] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0164] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0165] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0166] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for testing the automatic emergency steering function of a vehicle, characterized in that, The method employs a vehicle automatic emergency steering function testing system, which includes a control host, a target component, and an anti-rollover component. The method includes the following steps: The system acquires the first geometric positional relationship of the control host relative to the current vehicle under test, the position coordinates of the current vehicle under test, the first directional acceleration of the current vehicle under test, the heading angle of the current vehicle under test, the second geometric positional relationship of the target component relative to the target object, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object. The collision time of the current vehicle is calculated based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first directional 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 directional acceleration of the target object, and the heading angle of the target object. If the collision time of the currently tested vehicle is within a preset time interval, and the automatic emergency steering function of the currently tested vehicle is triggered, then it is determined that the automatic emergency steering function of the tested vehicle is in an active state. The formula for calculating the collision time of the currently tested vehicle is as follows: in, The current collision time of the tested vehicle. The heading angle of the vehicle being measured is ( ) represents the current position coordinates of the vehicle being measured. () represents the position coordinates of the target object. This represents the first geometric positional relationship. This is the second geometric positional relationship. The acceleration in the first direction of the vehicle being tested. The heading angle of the target object. The acceleration in the first direction of the target object is given.

2. The method according to claim 1, characterized in that, After determining that the automatic emergency steering function of the currently tested vehicle is active, the method further includes: The second angular velocity of the currently tested vehicle, the wheelbase of the currently tested vehicle, and the center of gravity height of the currently tested vehicle are obtained. The real-time turning radius of the vehicle under test is obtained based on the second directional angular velocity and the first directional acceleration of the vehicle under test. The critical turning radius for rollover of the vehicle under test is obtained based on the wheelbase, the center of gravity height, and the first directional acceleration of the vehicle under test. If the difference between the real-time turning radius and the critical turning radius for rollover 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 calculating the current collision time of the tested vehicle, 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 missed trigger state. If the collision time of the currently tested vehicle is greater than the upper limit of the preset time interval, and the automatic emergency steering function of the currently tested vehicle is triggered, then it is determined that the automatic emergency steering function of the currently tested vehicle 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 currently tested vehicle is active, the method further includes: Determine whether the currently tested vehicle has changed lanes to the adjacent lane and returned to center normally; If the vehicle under test changes lanes to the adjacent lane normally and returns to center, it is determined that the automatic emergency steering function of the vehicle under test is in a normal state; otherwise, it is determined that the automatic emergency steering function of the vehicle under test is in a poor lane-changing trajectory state.

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

6. A device for testing the automatic emergency steering function of a vehicle, characterized in that, The device employs a vehicle automatic emergency steering function testing system, which includes a control host, a target component, and an anti-rollover component. The device includes: The acquisition module is used to acquire the first geometric positional relationship of the control host relative to the current test vehicle, the position coordinates of the current test vehicle, the first directional acceleration of the current test vehicle, the heading angle of the current test vehicle, the second geometric positional relationship of the target component relative to the target object, the position coordinates of the target object, the first directional acceleration of the target object, and the heading angle of the target object; The calculation module is used to calculate the collision time of the current vehicle based on the first geometric position relationship, the position coordinates of the current vehicle under test, the first directional 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 directional 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 vehicle under test is active 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. The formula for calculating the collision time of the currently tested vehicle is as follows: in, The current collision time of the tested vehicle. The heading angle of the vehicle being measured is ( ) represents the current position coordinates of the vehicle being measured. () represents the position coordinates of the target object. This represents the first geometric positional relationship. This is the second geometric positional relationship. The acceleration in the first direction of the vehicle being tested. The heading angle of the target object. The acceleration in the first direction of the target object is given.

7. The apparatus according to claim 6, characterized in that, After determining that the automatic emergency steering function of the currently tested vehicle is active, the determination module is further configured to: The second angular velocity of the currently tested vehicle, the wheelbase of the currently tested vehicle, and the center of gravity height of the currently tested vehicle are obtained. The real-time turning radius of the vehicle under test is obtained based on the second directional angular velocity and the first directional acceleration of the vehicle under test. The critical turning radius for rollover of the vehicle under test is obtained based on the wheelbase, the center of gravity height, and the first directional acceleration of the vehicle under test. If the difference between the real-time turning radius and the critical turning radius for rollover 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 apparatus according to claim 6, characterized in that, After calculating the current collision time of the tested vehicle, the calculation module is further configured 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 missed trigger state. If the collision time of the currently tested vehicle is greater than the upper limit of the preset time interval, and the automatic emergency steering function of the currently tested vehicle is triggered, then it is determined that the automatic emergency steering function of the currently tested vehicle 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, the processor executing the program to implement a test method for the automatic emergency steering function of a vehicle as described in any one of claims 1-5.

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

Images