Method and device for determining automatic emergency braking function parameters, medium and equipment

Abstract

The embodiment of the invention discloses a method and device for determining automatic emergency braking function parameters, a medium and equipment, and the method comprises the steps that current parameters of an automatic emergency braking function of a vehicle are configured; testing the vehicle based on the test scene to obtain the performance of the vehicle under the current parameters; the state is one of braking before collision and collision; adjusting the current parameter based on the performance to obtain an adjusted parameter; and in response to the condition that the adjusted parameters meet the expected conditions, determining the adjusted parameters as target parameters of the automatic emergency braking function. According to the method, the target parameters matched with the vehicle type, the sensor performance and the actuator performance of the vehicle can be effectively determined, the effectiveness of the automatic emergency braking function is ensured, and the method has high universality and generalization ability.

Description

Technical Field

[0001] The present disclosure relates to parameter calibration technologies, and in particular, to a method, device, medium, and equipment for determining parameters of an automatic emergency braking function. Background Art

[0002] In the field of intelligent driving, the automatic emergency braking (AEB) function is an active safety control function during vehicle driving. It can automatically take measures to assist the driver in avoiding or reducing collisions when the driver brakes too late, with too little braking force, or does not take any braking measures at all. In related technologies, the time to collision (TTC) is usually calculated based on the kinematic states of the host vehicle and the obstacle, and then whether to trigger the AEB function is determined based on the magnitude relationship between the TTC and a threshold. Since there may be deviations in the TTC estimation, determining whether to issue emergency braking based on such simple calculations may cause the AEB to be missed or falsely triggered. The missed trigger poses a risk of serious collisions for the vehicle, so it cannot meet the increasingly high safety requirements; the false trigger causes the vehicle to brake emergently in a situation without a collision risk, affecting the user's riding experience and not meeting the requirements of riding comfort. To address this problem, a probability-based risk assessment method has emerged. The probabilistic risk assessment method represents the collision risk between the host vehicle and the target obstacle as a probability value between 0 and 1 (expressed as the collision probability) through relatively complex integration and other methods, and determines whether to perform AEB braking by judging the magnitude of the collision probability. Such a probabilistic automatic emergency braking function often has relatively complex function parameters (or simply referred to as parameters). How to effectively calibrate the relevant parameters has become a technical problem that urgently needs to be solved. Summary of the Invention

[0003] Embodiments of the present disclosure provide a method, device, medium, and equipment for determining parameters of an automatic emergency braking function, which can effectively determine the parameters of the probabilistic automatic emergency braking function and improve the effectiveness of the parameters.

[0004] In a first aspect of the embodiments of the present disclosure, a method for determining parameters of an automatic emergency braking function is provided, including: configuring current parameters of the automatic emergency braking function of the vehicle; testing the vehicle based on a test scenario to obtain the performance of the vehicle under the current parameters; the performance being one of stopping before collision and during collision; adjusting the current parameters based on the performance to obtain adjusted parameters; and determining the adjusted parameters as the target parameters of the automatic emergency braking function in response to the adjusted parameters meeting the expected conditions.

[0005] In a second aspect of the embodiments of the present disclosure, there is provided an apparatus for determining automatic emergency braking function parameters, including: a first processing module configured to configure current parameters of the automatic emergency braking function of a vehicle; a second processing module configured to test the vehicle based on a test scenario to obtain the performance of the vehicle under the current parameters; the performance being one of stopping before collision and during collision; a third processing module configured to adjust the current parameters based on the performance to obtain adjusted parameters; and a fourth processing module configured to determine the adjusted parameters as the target parameters of the automatic emergency braking function in response to the adjusted parameters meeting the expected conditions.

[0006] In a third aspect of the embodiments of the present disclosure, there is provided a computer-readable storage medium storing a computer program for executing the method for determining automatic emergency braking function parameters according to any one of the above embodiments of the present disclosure.

[0007] In a fourth aspect of the embodiments of the present disclosure, there is provided an electronic device, including: a processor; a memory for storing executable instructions of the processor; the processor configured to read the executable instructions from the memory and execute the instructions to implement the method for determining automatic emergency braking function parameters according to any one of the above embodiments of the present disclosure.

[0008] In a fifth aspect of the embodiments of the present disclosure, there is provided a computer program product, when the instructions in the computer program product are executed by a processor, implementing the method for determining automatic emergency braking function parameters provided in any one of the above embodiments of the present disclosure.

[0009] Based on the method, apparatus, medium and device for determining automatic emergency braking function parameters provided in the above embodiments of the present disclosure, by configuring the current parameters of the automatic emergency braking function of the vehicle, testing the vehicle based on a test scenario to obtain the performance of the vehicle under the current parameters, then adjusting the current parameters based on the performance of the vehicle under the current parameters to obtain adjusted parameters, and determining the adjusted parameters as the target parameters of the automatic emergency braking function in response to the adjusted parameters meeting the expected conditions. Since the parameters of the automatic emergency braking function of the vehicle are adjusted based on the actual performance of the vehicle in the test scenario, the obtained target parameters can be matched with the vehicle model, sensor performance, and actuator performance, ensuring the effectiveness of the automatic emergency braking function. And the method for determining automatic emergency braking function parameters in the embodiments of the present disclosure can be applied to the determination of automatic emergency braking function parameters of vehicles with different models, different sensor performances, and different actuator performances, having high generality and generalization ability. Description of the Drawings

[0010] Figure 1It is a scene diagram, system diagram, or circuit structure diagram applicable to the present disclosure;

[0011] Figure 2 It is a schematic flowchart of a method provided by an exemplary embodiment of the present disclosure;

[0012] Figure 3 It is a schematic flowchart of a method for determining automatic emergency braking function parameters provided by another exemplary embodiment of the present disclosure;

[0013] Figure 4 It is a schematic flowchart of a method for determining automatic emergency braking function parameters provided by still another exemplary embodiment of the present disclosure;

[0014] Figure 5 It is a schematic flowchart of a method for determining automatic emergency braking function parameters provided by yet another exemplary embodiment of the present disclosure;

[0015] Figure 6 It is a schematic diagram of three stages of a brake provided by an exemplary embodiment of the present disclosure;

[0016] Figure 7 It is a schematic flowchart of a method for determining automatic emergency braking function parameters provided by still another exemplary embodiment of the present disclosure;

[0017] Figure 8 It is a schematic diagram of a collision area provided by an exemplary embodiment of the present disclosure;

[0018] Figure 9 It is a schematic flowchart of a method for determining automatic emergency braking function parameters provided by yet another exemplary embodiment of the present disclosure;

[0019] Figure 10 It is a schematic flowchart of a method for determining automatic emergency braking function parameters provided by still another exemplary embodiment of the present disclosure;

[0020] Figure 11 It is a flowchart block diagram of a method for determining automatic emergency braking function parameters provided by an exemplary embodiment of the present disclosure;

[0021] Figure 12 It is a schematic structural diagram of a device for determining automatic emergency braking function parameters provided by an exemplary embodiment of the present disclosure;

[0022] Figure 13 It is a schematic structural diagram of a device for determining automatic emergency braking function parameters provided by another exemplary embodiment of the present disclosure;

[0023] Figure 14 It is a structural diagram of an electronic device provided by an embodiment of the present disclosure. Detailed implementation manners

[0024] To explain the present disclosure, exemplary embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all the embodiments. It should be understood that the present disclosure is not limited by the exemplary embodiments.

[0025] It should be noted that: Unless otherwise specifically stated, the relative arrangements, numerical expressions, and numerical values of the components and steps set forth in these embodiments do not limit the scope of the present disclosure.

[0026] Overview of the present disclosure

[0027] In the process of implementing the present disclosure, the inventors found that in the related art of the automatic emergency braking function, the time to collision (TTC) is usually calculated based on the kinematic states of the host vehicle and the obstacle, and then whether to brake is determined based on the magnitude relationship between the TTC and the threshold. This method is called the deterministic risk assessment method. Since there may be a deviation in the TTC estimation, this simple method of calculating the collision risk may cause the AEB to be missed or mis-triggered. The missed trigger makes the vehicle at risk of serious collision accidents, so it cannot meet the increasingly high safety requirements; the mis-trigger makes the vehicle perform emergency braking in a situation without collision risk, affecting the user's riding experience and unable to meet the requirements of riding comfort. To address this problem, the probability-based risk assessment method emerged. The probabilistic risk assessment method represents the collision risk between the host vehicle and the target obstacle as a probability value between 0 and 1 (expressed as the collision probability) through relatively complex integration and other methods, and determines whether to perform AEB braking by judging the magnitude of the collision probability. This probabilistic automatic emergency braking function often has relatively complex functional parameters (or simply referred to as parameters). How to effectively calibrate the relevant parameters has become a technical problem that urgently needs to be solved.

[0028] Exemplary overview

[0029] Figure 1 is an exemplary application scenario of the method for determining the automatic emergency braking function parameters provided by the present disclosure. As Figure 1 shown, for any vehicle (i.e., the host vehicle) 11, the vehicle 11 can be placed in a test scenario, and the test scenario can include one or more obstacles, such as Figure 1Obstacles 12, 13, 14, etc. in [the scenario]. Any obstacle can be a dynamic obstacle or a static obstacle. For a dynamic obstacle, the arrow of the obstacle in the figure can indicate the movement direction of the obstacle. For a static obstacle, the arrow of the obstacle can indicate the orientation of the obstacle. The specific obstacles in the test scenario can be set according to actual needs. Furthermore, the method for determining the automatic emergency braking function parameters of the embodiments of the present disclosure can be used to determine the parameters of the automatic emergency braking function of the vehicle 11. The method for determining the automatic emergency braking function parameters of the embodiments of the present disclosure can be executed by the device for determining the automatic emergency braking function parameters of the embodiments of the present disclosure. The device for determining the automatic emergency braking function parameters of the embodiments of the present disclosure can be set in an electronic device. The electronic device can, for example, include any device capable of data processing and data storage, such as an in-vehicle platform, a smart phone, a laptop computer, a server, a cloud server, etc. This electronic device can be used as a test platform for testing the vehicle 11 based on the test scenario. Specifically, the current parameters of the automatic emergency braking function of the vehicle 11 can be configured by communicating between the test platform and the vehicle 11, and then the vehicle 11 can be tested based on the test scenario to obtain the performance of the vehicle 11 under the current parameters. For any test scenario, the performance of the vehicle 11 can be one of stopping before collision and during the collision. Then, based on the performance of the vehicle 11, the current parameters can be adjusted to obtain the adjusted parameters. In response to the adjusted parameters meeting the expected conditions, the adjusted parameters are determined as the target parameters of the automatic emergency braking function.

[0030] In practical applications, the test scenario can be a real-site test scenario or a simulation test scenario. The simulation test scenario can be a hardware-in-the-loop simulation system constructed based on the intelligent driving controller, actuator, customized video injection board, and host computer (i.e., the test platform) of vehicle 11, simulating the performance of vehicle 11 in a real scenario. For the real-site test scenario, the obstacles in the test scenario can be real obstacles or virtual obstacles. Real obstacles mean setting real obstacles in the test scenario. For example, a real obstacle vehicle travels in the test scenario according to a preset driving trajectory. Another example is setting a real static obstacle at a preset position in the test scenario. Optionally, the test platform can communicate with the obstacles to obtain the status information of the obstacles. Optionally, to ensure test safety, the obstacles in the test scenario can be virtual obstacles. Virtual obstacles can refer to simulating the status of obstacles in the test scenario through obstacle models on the test platform. During the test process of vehicle 11, the status of the obstacles in the test scenario is converted into sensor data in real time according to the sensing characteristics of the sensors of vehicle 11, and the sensor data is provided to the intelligent driving system of vehicle 11. The automatic emergency braking function of the intelligent driving system of vehicle 11 determines whether to issue an automatic emergency braking signal (abbreviated as the braking signal for short) based on the current parameters. When it is determined to issue the braking signal, the braking signal is issued to the actuator of vehicle 11, and the actuator of vehicle 11 performs the automatic emergency braking action to complete the test of the current test scenario. The test platform can obtain the performance of vehicle 11 under the current parameters by monitoring the status information of vehicle 11 during the entire test process and combining the status information of the obstacles in the test scenario. Then, based on the performance of vehicle 11, the current parameters are adjusted to obtain the adjusted parameters. The above test scenarios are only exemplary scenarios. In practical applications, the test scenarios are not limited to the above specific examples.

[0031] Exemplary method

[0032] Figure 2 It is a schematic flowchart of a method for determining parameters of an automatic emergency braking function provided by an exemplary embodiment of the present disclosure. The method of this embodiment can be applied to an electronic device (or called a test platform), specifically, such as an in-vehicle platform, a server, a terminal device, and other electronic devices. As Figure 2 shown, the method of the embodiment of the present disclosure can include the following steps:

[0033] Step 210, configure the current parameters of the automatic emergency braking function of the vehicle.

[0034] Among them, the current parameter can be a preset initial parameter or a parameter after one or more adjustments. The current parameter can include one or more parameters (which can be called sub-parameters). After the parameters of the automatic emergency braking function are determined (calibrated), the vehicle can determine whether to issue a braking signal based on the perceived environmental data to implement the automatic emergency braking function.

[0035] In some alternative embodiments, the current parameter can include one or more of adjustable first sub-parameters, second sub-parameters, third sub-parameters, and other such parameters.

[0036] In some alternative embodiments, when the automatic emergency braking function issues a braking signal based on the reachable set, the first sub-parameter is the reachable set distance offset. The second sub-parameter is the performance parameter of the vehicle's brake. For example, the second sub-parameter can include at least one of the maximum deceleration of the brake and the brake response time. The third sub-parameter is the collision area parameter for evaluating the collision risk.

[0037] In some alternative embodiments, the current parameter can also include other non-adjustable parameters or sub-parameters required for the automatic emergency braking function. Or, other non-adjustable parameters or sub-parameters can be pre-configured in the automatic emergency braking function, and then these non-adjustable parameters may not be included in the current parameter.

[0038] In some alternative embodiments, issuing a braking signal based on the reachable set can be to determine whether to issue a braking signal based on the reachable set in the speed-distance (or distance) space and the probability distribution information of the vehicle's speed and distance at future times. The reachable set is used to describe the set of all states that the vehicle may reach under given initial states and control constraints. The reverse reachable set, on the other hand, starts from the target state and reversely infers which initial states can reach the target state under the control constraints. In the case where it is determined that there is a collision risk between the vehicle and an obstacle at a future time, the state of the vehicle at the collision time is determined as the target state, and the initial states at multiple times before the collision time are reversely deduced. Then, the target state of the vehicle at the collision time and the initial states at multiple times before the collision constitute the reverse reachable set. Select the vehicle's speed and the distance traveled by the vehicle to the collision point as the physical quantities describing the vehicle's state, establish a coordinate system with the vehicle's speed (or speed variable) and the distance traveled by the vehicle to the collision point (or distance variable) as the coordinate axes to determine the speed-distance space, and then reversely deduce the reachable set in the speed-distance space based on the target state of the vehicle at the collision time.

[0039] The probability distribution information of the vehicle's speed and travel distance at a future moment refers to the two-dimensional probability distribution information of the vehicle's speed at a future moment and the travel distance of the vehicle to the collision point at a future moment, which can be represented as a two-dimensional probability distribution ellipse. The automatic emergency braking function can determine the collision risk value at a future moment based on the integral result (or integral value) of the two-dimensional probability distribution information of the vehicle at a future moment in the reachable area corresponding to the reachable set, and then determine whether to issue a braking signal based on the comparison between the collision risk value at a future moment and a preset collision risk threshold, that is, determine the trigger state of the automatic emergency braking function. If the trigger state is triggered, it means a braking signal is issued; if the trigger state is not triggered, it means the braking signal is not issued temporarily. If it is determined that the collision risk value at a certain future moment is greater than the collision risk threshold, it means that if the vehicle travels according to the speed and travel distance at this future moment and undergoes dynamic evolution over a certain period of time, it will evolve to the target state at the collision moment, that is, it is highly probable that the vehicle will collide with an obstacle. Based on this, the time interval between this future moment and the current moment can be compared with the response time of the vehicle's actuator (or brake response time), and whether to issue a braking signal at the current moment can be determined according to the comparison result. For example, if this time interval is greater than the actuator response time, or the difference between this time interval and the actuator response time is greater than a time length threshold, it means that the braking signal can be issued later and the braking signal is not issued temporarily. If this time interval is less than or equal to the actuator response time, or the difference between this time interval and the actuator response time is less than or equal to the time length threshold, it means that a braking signal must be issued at the current moment, otherwise it is impossible to avoid a collision at this future moment.

[0040] In some alternative embodiments, the reachable set distance offset is the offset in the travel distance dimension of the target subset in the speed-travel distance space where the vehicle collides with an obstacle. The target subset is determined based on the target reachable area formed by the target state of the vehicle at the collision moment (denoted as T C moment).

[0041] In some alternative embodiments, the maximum deceleration of the brake is the maximum deceleration value of the brake during the automatic emergency braking process of the vehicle. In practical applications, the brake performance of different vehicles may be different, and the actual maximum deceleration that the brake can achieve may not reach the ideal maximum deceleration provided by the manufacturer. If the automatic emergency braking function determines whether to issue a braking signal based on the ideal maximum deceleration, it is easy to cause the braking signal of the automatic emergency braking function to be issued too late and it is impossible to avoid a collision. Therefore, for a specific vehicle, the maximum deceleration of the brake can be adjusted so that the maximum deceleration can match the actual performance of the vehicle's brake.

[0042] In some alternative embodiments, the collision area parameters for evaluating the collision risk refer to the relevant parameters of the collision area based on which the collision risk between the vehicle and the obstacle is determined. The collision area parameters may include the parameters for determining the boundaries of the collision area. The collision risk assessment is an assessment of the collision probability between the vehicle and the obstacle, that is, based on the kinematic information of the host vehicle and the kinematic information of the obstacle, the collision probability between the host vehicle and the obstacle is determined. This collision probability is a value within the range of 0 to 1. Based on the comparison between this collision probability and a preset probability threshold, if the collision probability is greater than the preset probability threshold, it is determined that there is a collision risk between the host vehicle and the obstacle, and the automatic emergency braking function needs to further evaluate the latest braking point (or the latest braking moment) for this obstacle, that is, to determine whether the current moment is the latest braking moment. If the current moment is the latest braking moment, a braking signal needs to be issued. If the current moment is not the latest braking moment, the braking signal is not issued temporarily to avoid braking too early or too late. Because if a braking signal is issued immediately after it is determined that there is a collision risk for this obstacle, it may cause premature braking, resulting in a large number of false braking situations in the real road traffic environment and affecting the riding experience of passengers. If braking is too late, the collision cannot be avoided, and the automatic emergency braking function loses its meaning. Therefore, after evaluating the collision risk based on the collision area and determining that there is a collision risk between the host vehicle and a certain obstacle, it is further determined whether to issue a braking signal at the current moment to ensure that the vehicle performs emergency braking before the latest braking moment, and to avoid or reduce the false triggering of emergency braking while ensuring collision avoidance.

[0043] In some alternative embodiments, the high-risk obstacle screening function can be used to first screen out the main obstacles from the obstacles obtained by the perception function. When evaluating the collision risk, it is only necessary to evaluate the collision risk between the host vehicle and the main obstacles, reducing the evaluation of the collision risk for unnecessary obstacles and improving the processing efficiency. Specifically, all obstacle information within the sensing range of the sensor can be obtained from the perception function. The obstacle information may include the state information of each obstacle such as position, size, direction, speed, angular velocity, etc. Furthermore, based on risk indicators such as the time to collision (TTC) and the time headway (THW), the obstacle with the highest risk can be evaluated as the main obstacle. Then, based on the kinematic information of the host vehicle and the kinematic information of the obstacle, the collision risk of the main obstacle is evaluated. The kinematic information of the host vehicle includes but is not limited to information such as position, speed, acceleration, yaw angle, and yaw rate. The kinematic information of the obstacle includes but is not limited to information such as the position, size, speed, acceleration, yaw angle, and yaw rate of the obstacle in the local coordinate system of the vehicle (i.e., the host vehicle coordinate system). The size of the obstacle may include the length, width, etc. of the obstacle.

[0044] In some alternative embodiments, the collision risk between the host vehicle and a major obstacle (which may also be referred to as collision risk assessment information) can be evaluated based on a probabilistic collision risk assessment method. For example, based on the kinematic information of the host vehicle at the current moment, the trajectory information of the host vehicle at at least one future moment can be predicted, and based on the kinematic information of the obstacle (such as the major obstacle) at the current moment, the trajectory information of the obstacle at each future moment can be predicted. Based on the trajectory information of the host vehicle at each future moment and the trajectory information of the obstacle at each future moment, the type of collision area between the host vehicle and the obstacle is determined. Different types of collision areas correspond to different collision area parameters. Furthermore, based on the collision area parameters corresponding to the determined collision area type, the collision area is determined. For example, the automatic emergency braking function of the vehicle during the test determines the collision area based on the third sub-parameter in the current parameters; furthermore, based on the relative relationship between the trajectory information of the host vehicle and the obstacle at each future moment and the collision area, the collision risk is determined. For example, if the trajectories of the host vehicle and the obstacle fall within the collision area, it is determined that there is a collision risk.

[0045] In some alternative embodiments, the predicted trajectory information of the host vehicle at each future moment may be the first position probability distribution information of the host vehicle at each future moment, and the predicted trajectory information of the obstacle at each future moment may be the second position probability distribution information of the obstacle at each future moment. Both the first position probability distribution information and the second position probability distribution information are two-dimensional probability distribution information of the lateral position and the longitudinal position. The two-dimensional probability distribution information can be represented as a two-dimensional probability distribution ellipse, which follows a two-dimensional normal distribution. Based on the first position probability distribution information, the second position probability distribution information, and the collision area, the collision risk between the host vehicle and the obstacle can be determined. The collision risk may include two situations: there is a collision risk between the vehicle and the obstacle at a future moment and there is no collision risk. Optionally, based on the first position probability distribution information and the second position probability distribution information, the collision indication vector distribution information can be determined, and then based on the magnitude relationship between the integral value (i.e., the collision probability) of the collision indication vector distribution information within the collision area and a preset risk threshold, the collision risk can be determined. The collision indication vector refers to the vector pointing from the position of the host vehicle (such as the geometric center point or the rear axle center of the host vehicle) to the position of the obstacle (such as the geometric center point of the obstacle). The collision indication vector characterizes the position of the obstacle relative to the host vehicle. Since at a future moment, the positions of the predicted host vehicle and the obstacle follow a probability distribution, the position of the obstacle relative to the host vehicle has a certain probability distribution. Then, the collision indication vector distribution information represents the distribution information of the collision indication vector. That is to say, for each future moment, the collision indication vector distribution information corresponding to that future moment refers to the vector distribution information pointing from the first position probability distribution information corresponding to that future moment to the second position probability distribution information corresponding to that future moment. That is, the collision indication vector distribution information characterizes the spatial position distribution relationship of the obstacle relative to the vehicle at a future moment. The collision indication vector distribution information may include the mean and variance of the collision indication vector, that is, it follows a certain probability distribution, such as a normal distribution (i.e., a Gaussian distribution). The mean and variance of the collision indication vector are obtained by superimposing the first position probability distribution information and the second position probability distribution information. The superimposing method satisfies the superimposing rules between Gaussian distributions, and the specific details are not elaborated here. This is only an exemplary way to determine the collision risk, and in practical applications, it is not limited to the above example method.

[0046] Step 220: Test the vehicle based on the test scenario to obtain the performance of the vehicle under the current parameters.

[0047] Among them, for a test scenario, the performance of the vehicle is either braking before collision or during collision. The test scenario can be referred to the foregoing content and will not be elaborated here. Testing the vehicle based on the test scenario means that the vehicle travels in the test scenario, and evaluates the collision risk according to the obstacle situation in the test scenario, and evaluates whether the current moment is the latest braking moment when it is determined that there is a collision risk, etc. That is, the automatic emergency braking function of the vehicle performs corresponding function processing based on the current parameters in the test scenario to test the performance of the vehicle under the current parameters.

[0048] In some alternative embodiments, the number of test scenarios can be one or more. For example, the test scenarios can be set according to the requirements of the New Car Assessment Program (NCAP). There is at least one different element between any two test scenarios to test the performance of the vehicle under different test scenarios. The elements can include, for example, the number of obstacles, the type of obstacles, the position of obstacles, the speed of obstacles, the acceleration of obstacles, the direction of obstacles, the starting position of the host vehicle, the initial planned path of the host vehicle, the speed of the host vehicle when it reaches a specified position or a specified time, the acceleration of the host vehicle when it reaches a specified position or a specified time, and so on. For the case of multiple test scenarios, the performance of the vehicle in each test scenario can be obtained for adjusting the current parameters.

[0049] Step 230, adjust the current parameters based on the performance to obtain the adjusted parameters.

[0050] Among them, for any test scenario, the performance includes either braking before collision or during collision. Different performances correspond to different parameter adjustment rules. After determining the performance of the vehicle under the current parameters, the current parameters are adjusted based on the adjustment rules corresponding to the performance to obtain the adjusted parameters.

[0051] In some alternative embodiments, for a certain performance, one or more sub-parameters in the current parameters can be adjusted to obtain the adjusted parameters. For example, the above-mentioned first sub-parameter is adjusted, or the above-mentioned first sub-parameter and the second sub-parameter are adjusted. Among them, for the adjusted sub-parameters, the adjusted sub-parameters corresponding to the sub-parameters are used as the sub-parameters in the adjusted parameters, and for the unadjusted sub-parameters, the sub-parameters are used as the sub-parameters in the adjusted parameters.

[0052] In some alternative embodiments, to ensure the effectiveness of parameter adjustment, based on the performance of a single test, only one sub-parameter among the current parameters can be adjusted. Subsequently, testing can be conducted again based on the adjusted parameters to facilitate determining the impact of parameter adjustment on vehicle performance. For example, if the performance shows a full stop before collision, indicating that the vehicle can effectively avoid collisions under the current parameters, based on the stopping distance and the desired stopping distance, it can be determined whether the vehicle brakes prematurely. If it brakes prematurely, the first sub-parameter can be adjusted, thereby adjusting the vehicle's stopping distance to avoid premature braking and enabling the vehicle's stopping distance to meet the requirements of the desired stopping distance. For example, the deviation between the stopping distance and the desired stopping distance is within the specified deviation threshold range, which can effectively avoid collisions and also avoid premature braking.

[0053] Step 240: In response to the adjusted parameters meeting the expected conditions, determine the adjusted parameters as the target parameters for the automatic emergency braking function.

[0054] Among them, the expected conditions refer to that the vehicle can successfully stop and the stopping distance meets the requirements of the desired stopping distance.

[0055] In some alternative embodiments, after adjusting the parameters, the adjusted parameters can be used as the current parameters to configure the automatic emergency braking function of the vehicle. Subsequently, based on the test scenario, the performance of the vehicle under the adjusted parameters can be retested, and it can be determined whether it can successfully stop and whether the stopping distance meets the requirements of the desired stopping distance according to the performance. If the stopping distance meets the requirements of the desired stopping distance, it indicates that the adjusted parameters meet the expected conditions, and the adjusted parameters can be determined as the target parameters for the automatic emergency braking function. At this point, the test can be ended, and the target parameters for the automatic emergency braking function can be obtained. If the adjusted parameters do not meet the expected conditions, the current parameters (in this case, the adjusted parameters mentioned above) can continue to be adjusted.

[0056] The method for determining the parameters of the automatic emergency braking function provided in this embodiment configures the current parameters of the automatic emergency braking function of the vehicle, tests the vehicle based on the test scenario to obtain the performance of the vehicle under the current parameters, then adjusts the current parameters based on the performance of the vehicle under the current parameters to obtain the adjusted parameters, and in response to the adjusted parameters meeting the expected conditions, determines the adjusted parameters as the target parameters for the automatic emergency braking function. Since the parameters of the automatic emergency braking function of the vehicle are adjusted based on the real performance of the vehicle in the test scenario, the obtained target parameters can be matched with the vehicle model, sensor performance, and actuator performance, ensuring the effectiveness of the automatic emergency braking function. Moreover, the method for determining the parameters of the automatic emergency braking function in the embodiments of the present disclosure can be applied to the determination of the parameters of the automatic emergency braking function of vehicles with different models, different sensor performances, and different actuator performances, and has high generality and generalization ability.

[0057] In some alternative embodiments, the automatic emergency braking function issues braking signals based on the reachable set; the first sub-parameter is the reachable set distance offset; the second sub-parameter is the performance parameter of the vehicle's brake; the second sub-parameter may include at least one of the maximum deceleration of the brake and the brake response time; the third sub-parameter is the collision area parameter for evaluating the collision risk. The first sub-parameter, the second sub-parameter, and the third sub-parameter can be referred to the foregoing content and will not be elaborated here.

[0058] In some alternative embodiments, a speed-distance coordinate system is established with the distance traveled by the vehicle to the collision point as the horizontal axis and the vehicle speed as the vertical axis. The space corresponding to this speed-distance coordinate system is the speed-distance space. The origin of the coordinate system is the collision critical point, that is, the point where the vehicle speed is 0 m / s and the distance traveled by the vehicle to the collision point is 0 m. That is to say, assuming that the vehicle arrives at the collision critical point (i.e., the point where the speed is exactly 0 when just contacting the collision point) as the origin, before the vehicle reaches the collision point, the distance traveled by the vehicle to the collision point is negative, and during and after the vehicle passes through the collision point, the distance traveled by the vehicle to the collision point is positive. The collision point is the intersection of the vehicle's and the obstacle's trajectories at a future time. For example, if the predicted trajectory of the vehicle at a future time intersects with the predicted trajectory of the obstacle at a future time at C time T C then the intersection of the vehicle's and the obstacle's trajectories at this T C time is the collision point, and this T

[0059] The reachable set may include one or more reachable set subsets (or reachable regions). In some alternative embodiments, in the case of determining that there is a collision risk between the vehicle and the obstacle at a future time, the target reachable region of the vehicle's target state in the speed-distance space at the collision time (i.e., at C time T CThe initial reachable regions at multiple moments before a moment, determining the initial subsets of the reachable sets at multiple moments based on the initial reachable regions. Since each initial subset of the reachable set is derived backwards based on the target subset of the reachable set, and the target subset of the reachable set is determined based on the target reachable region of the vehicle and the obstacle at the T C moment in the speed - distance space, the initial reachable regions corresponding to each initial subset of the reachable set may evolve to the target reachable region after a certain period of dynamic evolution. The target reachable region includes the state points composed of various possible speeds and distances during the process of the vehicle reaching the collision critical point and passing through the collision point. For example, the speed ranges from 0 m / s to V max m / s, and the distance ranges from 0 m to d max m, and the state points composed of various speeds and distances.

[0060] In some alternative embodiments, the target subset can be determined based on the speed interval and distance interval in which the vehicle and the obstacle may collide at the collision moment (i.e., the T C moment). For example, the speed interval is expressed as 0 to V max m / s, and the distance interval is expressed as 0 to d max m. Then, (0, V max ), (d max , 0), (d max , V max ) are the other three corner points of the target reachable region. The rectangular region formed by these four corner points is the target reachable region, and this target reachable region constitutes the target subset. That is, any speed value and any distance value within this rectangular region form a state point, and the set of all state points within this rectangular region is called the target subset. The reachable set distance offset (i.e., the first sub - parameter) refers to the offset amount for offsetting the horizontal coordinates of the state points of the target subset. If the reachable set distance offset is expressed as sa offseet , then the overall offset of the target subset can be achieved by offsetting the horizontal coordinates of the four corner point coordinates of the target subset. The four offset corner points are (0 + sa offseet , 0), (0 + sa offseet , V max ), (d max + sa offseet , 0), (d max + sa offseet , V max)。Since the reachable set distance offset is used to laterally offset the target subset of the reachable set, the target subset before offset represents the set of target states of the vehicle at the collision moment under ideal conditions. However, in actual working conditions, due to various factors such as vehicle type, vehicle brake performance, sensor perception error, and error of the perception algorithm model, it is very difficult for the vehicle to achieve the ideal state. Therefore, the target subset is adjusted by this reachable set distance offset to meet the requirements of the vehicle under actual working conditions. If the target subset is offset in the lateral positive direction of the velocity - distance space (i.e., to the right of the coordinate origin), it means that the distance of the vehicle traveling to the collision point in the target state at the collision moment of the vehicle is offset from the collision critical point to the collision process, which will cause the overall reachable set to shift to the right. When the reachable set is used to determine the trigger state of the AEB function, the latest issuance moment will be later than before the offset, thereby reducing the braking distance shown by the vehicle; conversely, if the target subset is offset in the lateral negative direction of the velocity - distance space (i.e., to the left of the coordinate origin), it means that the distance in the target state of the vehicle at the collision moment is offset from the collision critical point to the state of not contacting the obstacle, which will cause the overall reachable set to shift to the left. When the reachable set is used to determine the trigger state of the AEB function, the latest issuance moment will be earlier than before the offset, thereby increasing the braking distance shown by the vehicle. Therefore, the reachable set distance offset can affect the final braking distance of the vehicle. By adjusting the target subset of the reachable set through the reachable set distance offset, the braking distance of the vehicle can be adjusted to make the braking distance of the vehicle meet the expected braking distance.

[0061] In some alternative embodiments, since the target subset is determined based on the target reachable region of the vehicle's target state in the velocity - distance space at the collision moment, where the target reachable region is the target reachable region offset based on the reachable set distance offset (i.e., the first sub - parameter). To ensure that the initial reachable region of the reachable set can evolve to the target reachable region through dynamic evolution, one or more initial subsets can be generated by reverse - inferring from the target subset to obtain the reachable set. For example, based on the target subset, reverse derivation can be performed according to a pre - configured reverse state - transfer equation (or reverse state - transfer rule) to obtain one or more initial subsets. The reverse state - transfer equation can be obtained by converting a kinematic model. The kinematic model can include, for example, a uniform variable motion model, a variable variable motion model (i.e., a variable - speed motion model with changing acceleration), etc. Optionally, when the reachable set is used to determine whether to issue a braking signal for emergency braking, the reachable set is the reachable set in the emergency braking state. A uniform variable motion model is used to determine the reverse state - transfer equation. The rate of change of velocity (i.e., acceleration, or deceleration) is the maximum deceleration of the vehicle, which is used as the control quantity in the reverse - inference process. This control quantity is the maximum deceleration of the brake in the second sub - parameter. The reverse - inference time step can be set according to actual needs, and no specific limitation is made.

[0062] In some alternative embodiments, a first collision risk value (which may be referred to as the first collision risk probability) that the vehicle will collide with an obstacle when traveling according to the speed and distance distribution information at each future moment can be determined based on the integration result of the probability distribution information of the vehicle's distance and speed at each future moment (hereinafter referred to as distribution information) within the reachable region corresponding to one or more reachable set subsets in the reachable set. Furthermore, based on the magnitude relationship between the first collision risk value and the first collision risk threshold, it can be determined whether the vehicle will collide with an obstacle when starting emergency braking at this future moment. For example, this future moment is T j At moment, the vehicle's distance and speed distribution information at T j At moment within a reachable set subset S i in the reachable region corresponding to it. If the integration result is greater than the first collision risk threshold, it means that if the vehicle travels according to the speed and distance distribution information at T j At moment, it will collide with an obstacle after a certain period of evolution. Therefore, it is necessary to start emergency braking no later than T j At moment to avoid a collision. Furthermore, based on the determined moment T j when the vehicle will collide with an obstacle, it is determined whether the current moment is the latest moment to issue a braking signal. For example, since the brake has a certain response time, that is, the time between receiving the braking signal and starting to brake, during this response time, the vehicle travels at a constant speed with the current speed. The latest moment to issue the signal can be determined based on the duration between moment T j and the response time of the vehicle's brake. The target subset of the reachable set is denoted as S0, the reachable set includes a first number of reachable set subsets, and the reachable set subset S i represents the i-th initial subset in reverse chronological order from the target subset S0 among the first number of reachable set subsets. For example, in reverse chronological order, S0 is the target subset corresponding to the moment T C of the collision point, and the initial subset corresponding to moment T C-1 is denoted as S1, the initial subset corresponding to moment T C-2 is denoted as S2, and so on. If the first number is m + 1, then the initial subset corresponding to moment T C-m is denoted as S m , and the sequence of initial subsets in reverse chronological order is denoted as S1, S2, …, S m . Taking the sequence of initial subsets of the reachable set in reverse chronological order as an example, if the integration result of the vehicle's distance and speed distribution information at moment T j within the reachable region corresponding to the initial subset S i is greater than the first collision risk threshold, it means that the probability distribution of the vehicle's distance and speed at moment T j is likely to fall within the reachable region corresponding to the initial subset S i . If the vehicle travels according to the distribution information at Tj If the vehicle travels according to the speed and distance distribution information at a certain moment, after a certain period of evolution, the probability distribution of the distance and speed of the vehicle at time T C is likely to fall within the target subset S0, that is, a collision occurs. Considering the brake response time, the latest issuance time to avoid a collision can be determined. For example, it is necessary to issue a braking signal at a time when the time interval from time T j is greater than the brake response time (for example, at time T j-t , where t is a positive integer) to avoid a collision. Based on the relationship between this time T j-t and the current time, it can be determined whether the current time is the latest issuance time. The brake response time is the brake response time in the second sub-parameter.

[0063] In some alternative embodiments, the first number of initial subsets included in the reachable set is 1, or one initial subset is determined from multiple initial subsets included in the reachable set, and the number of future times is 1. In this case, if the brake response time is t r , and the time when the brake response ends is time T r , and the current time is time T0, then the distribution information of the distance and speed of the vehicle at time T r+1 can be predicted. This one initial subset is the initial subset corresponding to time T r+1 . For example, the collision time corresponding to the collision point (i.e., the time corresponding to the target subset) is time T c . In the reverse inference process, if time T c is the 0th moment in the reverse time sequence, then the initial subset generated by reverse inference from time T c is the initial subset corresponding to time T c-(r+1) , and the reverse time T c-(r+1) and the forward time T r+1 are corresponding times. Furthermore, based on the distribution information of the distance and speed of the vehicle at time T r+1 , and the initial subset corresponding to time T c-(r+1) , the trigger state of the emergency braking function can be determined. If the integral value of the distribution information of the distance and speed of T r+1 in the initial reachable area corresponding to time T c-(r+1) (i.e., the reachable area corresponding to the initial subset) is greater than the first collision risk threshold, the trigger state of the emergency braking function is determined to be triggered, that is, the current time is the latest issuance time and a braking signal needs to be issued.

[0064] Figure 3 is a schematic flowchart of a method for determining parameters of an automatic emergency braking function provided in another exemplary embodiment of the present disclosure.

[0065] In some alternative embodiments, in the above Figure 2Based on the illustrated embodiments, as Figure 3 shown, adjusting the current parameters based on the performance in step 230 to obtain the adjusted parameters may include:

[0066] Step 2310, in response to the performance of stopping before collision, determine a first stopping distance between the vehicle stopping position and the target obstacle.

[0067] Wherein, the target obstacle is an obstacle in the test scenario that poses a collision risk to the vehicle. For example, the target obstacle may be an obstacle in front of the vehicle in the test scenario. If the target obstacle is a static obstacle, stopping before collision means that the vehicle successfully stops at a certain distance from the target obstacle without colliding with the target obstacle, that is, the vehicle speed is 0 km / h (kilometers per hour) and the vehicle has no contact with the target obstacle. The vehicle stopping position refers to the position of the vehicle when it stops after emergency braking (i.e., the speed is 0 km / h). If the target obstacle is a dynamic obstacle, stopping before collision means that the vehicle decelerates to the same speed as the target obstacle at a certain distance from the target obstacle, and the vehicle stopping position refers to the vehicle position at the moment when the vehicle decelerates to the same speed as the target obstacle. For example, if the target obstacle is moving at a constant speed and the vehicle decelerates to the same speed as the target obstacle and then the vehicle is still in the braking state and the speed gradually becomes less than that of the target obstacle, the distance between the vehicle and the target obstacle will gradually increase, so no collision will occur. The vehicle stopping position can be the position in the coordinate system corresponding to the test scenario or other coordinate systems, and the coordinate systems can be converted to each other. The first stopping distance is the distance between the vehicle stopping position and the target obstacle at the moment when the vehicle stops. The distance between the vehicle stopping position and the target obstacle refers to the distance (or the length of the trajectory) that the vehicle travels from the stopping position to the target obstacle.

[0068] In some alternative embodiments, the first stopping distance may be determined based on the position of the vehicle at the moment of stopping and the position of the obstacle at the moment of vehicle stopping. The positions of the vehicle and the obstacle at any moment can be obtained by monitoring the states of the vehicle and the obstacle, and the monitoring method can refer to the foregoing content.

[0069] Step 2320, determine the expected stopping distance corresponding to the starting speed of vehicle braking.

[0070] Wherein, the starting speed of vehicle braking refers to the vehicle speed when emergency braking is triggered or the speed within the brake response time. The brake response time refers to the time from when the brake receives the braking signal to when it executes the braking action. Optionally, if the vehicle is not traveling at a constant speed, the average vehicle speed within a specified duration (or time window) before the brake executes the braking action can be determined as the starting speed of vehicle braking.

[0071] In some alternative embodiments, different starting speeds may correspond to different expected braking distances. For example, a mapping relationship between speed and expected braking distance can be set, and based on the starting speed of vehicle braking and the mapping relationship between speed and expected braking distance, the expected braking distance corresponding to the starting speed is determined. The mapping relationship can be a continuous mapping relationship or a discrete mapping relationship. The continuous mapping relationship can be expressed as a mapping function of the expected braking distance with respect to speed, and the expected braking distance corresponding to the starting speed is obtained according to the mapping function value corresponding to the starting speed. The discrete mapping relationship can be expressed as the expected braking distances corresponding to multiple discrete speed values, and based on the relationship between the starting speed and each discrete speed value, the expected braking distance corresponding to the starting speed is determined by looking up a table and / or interpolation. For example, the expected braking distance corresponding to speed v1 is D1, the expected braking distance corresponding to speed v2 is D2, …, the expected braking distance corresponding to speed v m is D m , where m is a positive integer. The principle of the mapping relationship is that the expected braking distance increases as the speed increases. Exemplarily, when the speed is 10 km / h, the corresponding expected braking distance is 0.8 meters; when the speed is 30 km / h, the corresponding expected braking distance is 1.3 meters; when the speed is 80 km / h, the expected braking distance is 1.8 meters. Optionally, the discrete mapping relationship can also be expressed as the expected braking distance intervals corresponding to multiple speed intervals. For example, the expected braking distance interval corresponding to the speed interval v1 to v2 is D1 to D2. Optionally, within each speed interval and the corresponding expected braking distance interval, the expected braking distance can be a linear or non-linear function of speed. The specific speed and the corresponding expected braking distance in practical applications can be set according to actual needs, and are not limited to the above examples.

[0072] Step 2330: Based on the first braking distance and the expected braking distance, adjust the first sub-parameter in the current parameter to obtain the adjusted parameter.

[0073] Among them, the first sub-parameter is the reachable set distance offset, and specific details can be found in the foregoing content.

[0074] In some alternative embodiments, the first sub-parameter can be adjusted based on the difference between the first braking distance and the expected braking distance. For example, if the current parameter is the initialization parameter, the first sub-parameter is the initialized reachable set distance offset, and the initialized reachable set distance offset can be 0 or other preset values. If the current parameter is the parameter after the previous adjustment, then the first sub-parameter in the current parameter is the reachable set distance offset after the previous adjustment.

[0075] In some alternative embodiments, the adjusted first sub-parameter is denoted as sa offset , and the first braking distance is denoted as dis act, the expected stopping distance corresponding to the starting speed is denoted as dis exp , then the adjusted first sub-parameter is:

[0076] sa offset = |dis act | - |dis exp | Formula (1)

[0077] In Formula (1), the first sub-parameter in the current parameter is adjusted to sa offset , that is, the first sub-parameter in the adjusted parameter is sa offset , and other sub-parameters remain unchanged temporarily. Among them, in the speed - distance space, dis act and dis exp are both negative values. If the absolute value of the first stopping distance |dis act | is greater than the absolute value of the expected stopping distance |dis exp |, it means that the AEB function braking signal is issued too early. The adjusted first sub-parameter sa offset is a positive value, which is used to offset the target subset in the positive horizontal direction of the speed - distance coordinate system, so that the latest issuance moment judged after the offset is relatively later than the latest issuance moment before the offset, thereby reducing the absolute value of the stopping distance shown by the vehicle, making the first stopping distance of the vehicle under the adjusted first sub-parameter closer to the expected stopping distance, and avoiding premature emergency braking. On the contrary, if the absolute value of the first stopping distance |dis act | is less than the absolute value of the expected stopping distance |dis exp |, it means that the AEB function braking signal is issued too late, then the adjusted first sub-parameter is a negative value, which is used to adjust the target subset in the negative horizontal direction of the speed - distance coordinate system to increase the absolute value of the stopping distance shown by the vehicle, so that the first stopping distance of the vehicle under the adjusted first sub-parameter is closer to the expected stopping distance, and avoiding late emergency braking.

[0078] In the embodiments of the present disclosure, by the first stopping distance and the expected stopping distance actually shown by the vehicle, the first sub-parameter in the current parameter that can affect the stopping distance is adjusted, so that the stopping distance of the vehicle under the adjusted parameter is closer to the expected stopping distance, in order to avoid issuing the braking signal too early or too late on the basis of ensuring stopping before collision.

[0079] In some optional embodiments, determining the expected stopping distance corresponding to the starting speed of vehicle braking in step 2320 may include:

[0080] Determine the upper speed limit value and the lower speed limit value of the target speed range to which the starting speed belongs; based on the first expected stopping distance corresponding to the pre-configured upper speed limit value and the second expected stopping distance corresponding to the lower speed limit value, interpolate to obtain the expected stopping distance corresponding to the starting speed.

[0081] Wherein, when the mapping relationship between the speed and the expected braking distance is the above-mentioned discrete mapping relationship, if multiple discrete speed values are arranged in a sequence from small to large or from large to small, there is a certain speed interval between two adjacent speed values. For example, the speed interval from v1 to v2, the speed interval from v2 to v3, …, wherein, v1 < v2 < … < v m . The target speed interval corresponding to the starting speed is the speed interval in which the magnitude of the starting speed is located. For example, if the starting speed is greater than or equal to v1 and less than v2, the target speed interval corresponding to the starting speed is the speed interval from v1 to v2. The upper speed limit value of the target speed interval is v2, and the lower speed limit value is v1. The first expected braking distance corresponding to the upper speed limit value is the expected braking distance D2 corresponding to the speed v2, and the second expected braking distance corresponding to the lower speed limit value is the expected braking distance D1 corresponding to the speed v1. Then, based on the starting speed, the speed v 1、 The expected braking distance D1 corresponding to the speed v1, the speed v2, and the expected braking distance D2 corresponding to the speed v2 are used to obtain the expected braking distance corresponding to the starting speed through interpolation.

[0082] In some alternative embodiments, for each speed value, table entries corresponding to the expected braking distance of each speed value can be preset in advance, which is convenient for looking up the expected braking distances corresponding to the upper speed limit value and the lower speed limit value of the target speed interval to which the starting speed belongs through a look-up table (Look-Up-Table, abbreviated as: LUT), that is, the above-mentioned first expected braking distance and second expected braking distance. Optionally, the specific operation of the look-up table can be implemented by hardware to improve the processing efficiency.

[0083] In the embodiments of the present disclosure, by pre-configuring the expected braking distances corresponding to different speed values, when adjusting parameters, the expected braking distance corresponding to the starting speed can be obtained through table lookup, interpolation, etc. according to the actual starting speed of vehicle braking, providing an effective expected braking distance for parameter adjustment.

[0084] Figure 4 is a schematic flowchart of a method for determining parameters of an automatic emergency braking function provided by another exemplary embodiment of the present disclosure.

[0085] In some alternative embodiments, based on any of the above embodiments, as Figure 4 shown, adjusting the current parameters based on the performance in step 230 to obtain the adjusted parameters may include:

[0086] Step 2301, in response to the performance being a collision, determine the starting speed of vehicle braking and the first collision speed of the vehicle when the collision occurs.

[0087] Among them, a collision means that the vehicle collides with a target obstacle, that is, the speed of the vehicle when it contacts the target obstacle is greater than a preset value, and the preset value can be, for example, 0 or a value close to 0. The starting speed of vehicle braking can be referred to the foregoing embodiments. The first collision speed of the vehicle during a collision refers to the speed of the vehicle at the moment of collision with the target obstacle, that is, the speed of the vehicle when the distance between the vehicle and the target obstacle becomes 0. Optionally, the first collision speed can be obtained through monitoring the state of the vehicle during the test.

[0088] Step 2302: Determine the first speed reduction amount of the vehicle based on the starting speed and the first collision speed.

[0089] Among them, the first speed reduction amount (or the first speed drop) refers to the speed change amount of the vehicle from the starting speed of braking to the first collision speed at the moment of collision. That is, the first speed reduction amount is the difference between the starting speed and the first collision speed. For example, the first speed reduction amount v delta can be expressed as follows:

[0090] v delta = v init - v crash Formula (2)

[0091] Among them, v init represents the starting speed of vehicle braking, and v crash represents the first collision speed.

[0092] Step 2303: Adjust the current parameter based on the first speed reduction amount to obtain the adjusted parameter.

[0093] Among them, the first speed reduction amount can include different cases of zero (0) and non-zero (i.e., not 0), and different cases characterize different performances of the vehicle's automatic emergency braking function. For example, if the first speed reduction amount is not 0, it means that the automatic emergency braking function has issued a braking signal, but the braking ability is not sufficient to stop the vehicle. If the first speed reduction amount is 0, it means that the automatic emergency braking function has not issued a braking signal, or no collision risk is evaluated during the collision risk assessment stage, resulting in the automatic emergency braking function not entering the process of determining whether to issue a braking signal and thus not issuing a braking signal. Different cases can correspond to different adjustment methods. Therefore, based on the specific situation of the first speed reduction amount, the current parameters can be adjusted according to the corresponding adjustment method to obtain the adjusted parameters. For example, when the first speed reduction amount is not 0, the braking ability is not sufficient to stop the vehicle, which essentially means that the stopping distance does not meet the requirement of the expected stopping distance. The stopping distance can be adjusted by adjusting the first sub-parameter to make the stopping distance of the vehicle closer to the requirement of the expected stopping distance, in order to successfully stop the vehicle. For another example, when the first speed reduction amount is 0, at least one of the first sub-parameter, the second sub-parameter, and the third sub-parameter can be adjusted according to whether a risk is issued based on the collision risk assessment (i.e., whether a collision risk is evaluated).

[0094] In an embodiment of the present disclosure, in the case where the vehicle's performance is a collision, the current parameters can be further adjusted in combination with the first speed reduction amount from the vehicle braking moment to the collision moment. Since different first speed reduction amounts can characterize the performance of the automatic emergency braking function at different stages such as collision risk assessment and latest issuance moment assessment, the sub-parameters related to the actual performance in the current parameters can be adjusted according to the specific situation of the first speed reduction amount, so that the performance of the vehicle under the adjusted parameters can meet the expected conditions.

[0095] Figure 5 It is a flowchart showing the method for determining the parameters of the automatic emergency braking function provided by another exemplary embodiment of the present disclosure.

[0096] In some optional embodiments, on the basis of the above embodiments, as Figure 5 shown, the adjustment of the current parameters based on the first speed reduction amount in step 2303 to obtain the adjusted parameters may include:

[0097] Step 23031, in response to the first speed reduction amount being greater than the first speed threshold, determine the expected stopping distance corresponding to the starting speed.

[0098] Among them, the first speed threshold can be 0 or a value close to 0. If the first speed reduction amount is greater than the first speed threshold, it means that the automatic emergency braking function has issued a braking signal, but the braking ability (i.e., deceleration) is not sufficient to stop the vehicle. For the specific operation of determining the expected stopping distance corresponding to the starting speed, reference can be made to the specific operation in step 2320 of the foregoing embodiment, which will not be elaborated here.

[0099] Step 23032: Determine the maximum deceleration of the vehicle's brake.

[0100] Among them, the maximum deceleration of the brake can be obtained from the current parameters, that is, the second sub-parameter in the current parameters includes the maximum deceleration of the brake.

[0101] Step 23033: Based on the first collision speed, the expected stopping distance, and the maximum deceleration, adjust the first sub-parameter in the current parameters to obtain the adjusted parameters.

[0102] In some alternative embodiments, the first sub-parameter in the current parameters can be adjusted based on the first collision speed, the expected stopping distance, and the maximum deceleration, in combination with a pre-configured adjustment rule (which can be referred to as the first adjustment rule), to obtain the adjusted parameters.

[0103] In some alternative embodiments, the first adjustment rule can be set in combination with three stages of the brake during the vehicle deceleration process. Figure 6 is a schematic diagram of three stages of a brake provided by an exemplary embodiment of the present disclosure. As Figure 6 shown, the three stages of the brake (or actuator) can include a first stage, a second stage, and a third stage.

[0104] First stage: Brake response stage, or brake response time. During this stage, the vehicle still travels at a constant speed at the current speed.

[0105] Second stage: Stage from brake response to maximum deceleration, or time from brake response to maximum deceleration. During this stage, the vehicle deceleration continuously increases to the maximum deceleration, and the vehicle is in a variable deceleration motion. For example, the maximum deceleration is 10m / s 2 , or expressed as an acceleration of -10m / s 2 . Different brake performances may be different, and the maximum deceleration that can be achieved may be different, not limited to 10m / s 2 .

[0106] Third stage: Stage where the brake maintains the maximum deceleration until the vehicle brakes. During this stage, the vehicle deceleration remains at the maximum deceleration, and the vehicle is in a uniform deceleration motion.

[0107] According to the three stages of the brake, if a vehicle about to collide is to avoid the collision, the first sub-parameter needs to be adjusted to adjust the latest transmission time, so as to advance the time when the vehicle transmits the brake signal and avoid the vehicle from colliding. In this case, assuming that the vehicle does not collide, the vehicle continues to decelerate from the collision speed to 0, and the theoretical driving distance of the vehicle is Based on this theoretical driving distance and the expected stopping distance dis exp , a first adjustment rule is set, that is, the adjusted first sub-parameter sa offset can be expressed as follows:

[0108]

[0109] where v crash represents the collision speed at the moment when the vehicle collides with the target obstacle, that is, the first collision speed, and a dec represents the maximum deceleration of the brake, and a dec is negative, dis exp represents the expected stopping distance, that is, the expected stopping distance corresponding to the above starting speed. In the speed-distance space, during the process of the vehicle decelerating from the collision speed to 0, the theoretical driving distance of the vehicle is negative, and dis exp is negative, so sa offset is negative. The theoretical driving distance of the vehicle continuing to decelerate from the collision speed to 0 and the expected stopping distance are used together as the reachable set distance offset to adjust the brake signal transmission timing, thereby adjusting the stopping distance, that is, increasing the absolute value of the stopping distance, so that the stopping distance shown by the vehicle is closer to the expected stopping distance.

[0110] In the embodiment of the present disclosure, when the first speed reduction amount is not 0, it means that the automatic emergency braking function has transmitted a brake signal, but the braking ability is not sufficient to stop the vehicle. In response to this situation, the first sub-parameter is adjusted in combination with the maximum deceleration of the vehicle brake, the first collision speed, and the expected stopping distance. Since the first sub-parameter can control the stopping distance of the vehicle, the adjusted first sub-parameter can make the vehicle stop before the collision and the stopping distance meet the requirements of the expected stopping distance, so that the vehicle can have an appropriate stopping distance on the basis of avoiding the collision and avoid transmitting the brake signal too early or too late.

[0111] In some alternative embodiments, adjusting the first sub-parameter in the current parameter based on the first collision speed, the expected stopping distance, and the maximum deceleration in step 23033 to obtain the adjusted parameter may include:

[0112] Determine the road environment coefficient based on the target road environment type corresponding to the test scenario; adjust the first sub-parameter under the target road environment type in the current parameters based on the first collision speed, expected braking distance, maximum deceleration, and road environment coefficient to obtain the adjusted parameters.

[0113] Among them, the road environment types may include conventional standard roads, muddy roads, concrete roads, etc. The specific road environment types can be set according to actual needs, and are not limited in the embodiments of the present disclosure. A muddy road is, for example, a road with snow or water accumulation on the road surface. A concrete road is, for example, a road surface with rough concrete. Different road environment types can be set with different road environment coefficients. Furthermore, the road environment coefficient corresponding to the test scenario can be determined according to the road environment type corresponding to the test scenario (i.e., the target road environment type), and then, in combination with the first collision speed, expected braking distance, maximum deceleration, and road environment coefficient, the first sub-parameter under the target road environment type in the current parameters can be adjusted to obtain the adjusted parameters.

[0114] In some alternative embodiments, the adjusted first sub-parameter sa offseet can be expressed as follows:

[0115]

[0116] wherein, ∈ represents the road environment coefficient. Other symbols refer to the foregoing content. Similar to formula (3), sa offset is a negative value.

[0117] In some alternative embodiments, the current parameters may include the first sub-parameters corresponding to each road environment type respectively, and the first sub-parameter under the target road environment type in the current parameters is adjusted according to the road environment coefficient corresponding to the test scenario. For example, the road environment coefficient corresponding to a conventional standard road may be a first preset coefficient, and the first preset coefficient is, for example, 0 or other values close to 0. The road environment coefficient corresponding to a muddy road may be a second preset coefficient, and the second preset coefficient may be, for example, a value within a specified range, and the specified range may be, for example, a range of 0.1 to 0.3 or other ranges. The road environment coefficient corresponding to a concrete road may be a third preset coefficient, and the third preset coefficient may be a value within a specified range, and the specified range may be, for example, a range of (-0.1) to (-0.3) or other ranges. The specific road environment types and the corresponding road environment coefficients can be set according to actual needs, and are not limited in the embodiments of the present disclosure.

[0118] In some alternative embodiments, for the first sub-parameters corresponding to different road environment types, tests can be respectively carried out in the test scenarios corresponding to the road environment types to realize the adjustment of the corresponding first sub-parameters.

[0119] In the embodiments of the present disclosure, since the road adhesion conditions of the vehicle are different in different road environments, and further combining the road environment coefficient to adjust the first sub-parameter in the current parameters can improve the matching degree between the braking distance and the expected braking distance of the vehicle in different road environments, enabling the vehicle to successfully brake at an appropriate braking distance in different road environments, avoiding collisions and also avoiding an overly large braking distance, that is, avoiding issuing a braking signal too early.

[0120] In some alternative embodiments, as Figure 5 shown, adjusting the current parameters based on the first speed reduction amount in step 2303 to obtain the adjusted parameters may include:

[0121] Step 2303a, in response to the first speed reduction amount being less than or equal to the first speed threshold, obtaining collision risk assessment information of the vehicle.

[0122] Among them, the first speed reduction amount being less than or equal to the first speed threshold means that the first speed reduction amount is basically 0, that is, the automatic emergency braking function does not issue a braking signal or the braking signal is issued too late. For example, the time interval from the moment the braking signal is issued to the moment of collision is less than or equal to the brake response time, resulting in a collision before the brake can execute the braking action. In this case, there are two reasons. One is that no collision risk (or simply risk) is issued during the collision risk assessment stage, resulting in the automatic emergency braking function not entering the stage of determining the latest issuing moment, so no braking signal is issued. The other is that a risk is issued during the collision risk assessment stage, but the latest braking moment is not accurately determined during the stage of determining the latest issuing moment, resulting in no braking signal being issued. Therefore, the collision risk assessment information of the vehicle can be obtained first to determine whether a risk is issued during the collision risk assessment stage. If the collision risk assessment information indicates the existence of a collision risk, it means that a collision risk is issued during the collision risk assessment stage. If the collision risk assessment information indicates the non-existence of a collision risk, it means that no collision risk is issued during the collision risk assessment stage.

[0123] Step 2303b, in response to the collision risk assessment information indicating the existence of a collision risk, determining the expected braking distance corresponding to the starting speed.

[0124] Among them, the collision risk assessment information indicating the existence of a collision risk means that a collision risk is issued during the collision risk assessment stage. Then the reason for the first speed reduction amount being less than or equal to the first speed threshold is that the latest braking moment is not accurately evaluated, that is, no braking signal is issued when the vehicle collides with the target obstacle. The specific operation of determining the expected braking distance corresponding to the starting speed can refer to the foregoing embodiments and will not be elaborated here.

[0125] Step 2303c, based on the expected braking distance, adjusting the first sub-parameter to obtain the adjusted parameters.

[0126] Among them, the expected braking distance dis exp can be used as the adjusted first sub-parameter sa offset , which is expressed as follows:

[0127] sa offset = dis exp Formula (5)

[0128] In Formula (5), in the speed - distance space, dis exp is negative, then sa offset is negative to adjust the braking distance of the vehicle's performance, making the braking distance closer to the expected braking distance.

[0129] In an embodiment of the present disclosure, when the collision risk is normally issued during the collision risk assessment stage, if the automatic emergency braking function does not issue a braking signal or issues it too late and a collision occurs, it means that the automatic emergency braking function fails to accurately determine the latest braking moment. By adjusting the first sub-parameter based on the expected braking distance and controlling the braking distance of the vehicle through the first sub-parameter, the braking distance of the vehicle under the adjusted first sub-parameter can be closer to the expected braking distance to avoid a collision.

[0130] Figure 7 is a schematic flowchart of a method for determining the parameters of the automatic emergency braking function provided by another exemplary embodiment of the present disclosure.

[0131] In some alternative embodiments, as Figure 7 shown, after adjusting the first sub-parameter based on the expected braking distance in step 2303c and obtaining the adjusted parameter, it may further include:

[0132] Step 310: Use the adjusted parameter as the current parameter, test the vehicle based on the test scenario, and determine the second speed reduction amount of the vehicle under the current parameter.

[0133] Among them, the adjusted parameter can be used as the current parameter, and the current parameter can be configured into the automatic emergency braking function of the vehicle. For example, the adjusted parameter can overwrite (or replace) the current parameter in the automatic emergency braking function, thereby using the adjusted parameter as the current parameter. Then, retest the vehicle based on the test scenario to obtain the second speed reduction amount of the vehicle under the current parameter. The specific operation of determining the second speed reduction amount is similar to the operation of determining the first speed reduction amount described above and will not be elaborated here.

[0134] Step 320: In response to the second speed reduction amount still being less than or equal to the first speed threshold, adjust the second sub-parameter in the current parameter to obtain the adjusted parameter.

[0135] Among them, if the second speed reduction amount is still less than or equal to the first speed threshold, it indicates that the vehicle has not issued a braking signal yet, or the braking signal is issued too late, which also means that the evaluation of the latest braking moment by the automatic emergency braking function is still not accurate enough. In this case, it may be that the maximum deceleration of the brake is not accurate enough. Therefore, the second sub-parameter in the current parameters can be adjusted, that is, the maximum deceleration of the brake is adjusted to obtain the adjusted parameters.

[0136] In some alternative embodiments, if the current parameter is the initialized parameter and the second sub-parameter is the default value, for example, -10 m / s 2 , this default value may not conform to the actual performance of the vehicle. If the current parameter is the parameter after the previous adjustment, the second sub-parameter may be the default value or the value after the previous adjustment. The second sub-parameter can be adjusted according to a preset gradient (which can be called the first preset gradient or the first adjustment gradient). The preset gradient can be any gradient. For example, the preset gradient can be 0.5 m / s 2 or other values. Exemplarily, in the first adjustment, on the basis of the default value of -10 m / s 2 , the second sub-parameter is increased according to this preset gradient, that is, the adjusted parameter is (-10 + 0.5) m / s 2 . In subsequent adjustments, on the basis of the parameter after the previous adjustment, the adjustment is made according to this preset gradient in turn. Optionally, in order to determine the maximum deceleration that best fits the brake, in addition to determining the adjusted parameter in the direction of increasing the second sub-parameter in turn on the basis of the default value, the adjusted parameter can also be determined in the direction of decreasing the second sub-parameter in turn, for example, (-10 - 0.5), until the maximum deceleration belt that fits the actual performance of the brake is determined through testing. The specific adjustment direction is not limited.

[0137] In some alternative embodiments, the second sub-parameter may include at least one of the maximum deceleration of the brake and the brake response time. The brake response time may refer to the first stage among the three stages of the brake. The initial value of the brake response time is a default value, which is, for example, 200 ms (milliseconds). When adjusting the brake response time in the second sub-parameter, the brake response time may be adjusted according to a preset gradient corresponding to the brake response time (which may be referred to as the second preset gradient or the second adjustment gradient). The preset gradient corresponding to the brake response time may be, for example, 5 milliseconds, 10 milliseconds, or other values. Exemplarily, at the first adjustment, based on the default value of 200 ms, the brake response time may be increased or decreased successively according to the preset gradient. By testing the performance of the vehicle at the adjusted brake response time, the brake response time that adapts to the actual performance of the brake is determined. The specific adjustment direction is not limited. Optionally, during one adjustment process, at least one of the maximum deceleration of the brake and the brake response time in the second sub-parameter may be adjusted, and the specific adjustment is not limited. Specifically, the second sub-parameter may be adjusted respectively according to the adjustment gradients of the maximum deceleration of the brake and the brake response time, and the adjusted second sub-parameter is obtained and used as the second sub-parameter in the adjusted parameters.

[0138] In the embodiments of the present disclosure, in the case where the collision risk is normally issued during the collision risk assessment stage, but the automatic emergency braking function does not issue a braking signal or issues it too late and a collision occurs, if the speed reduction amount (i.e., the second speed reduction amount) from the braking trigger moment to the collision moment is still less than or equal to the first speed threshold after adjusting the first sub-parameter, the second sub-parameter is further adjusted to obtain the adjusted parameters. Since the second sub-parameter is a performance parameter of the brake, including at least one of the maximum deceleration of the brake and the brake response time, by adjusting the second sub-parameter, the performance parameters of the adjusted brake can better conform to the actual situation of the brake, avoiding or reducing the situation where the vehicle cannot stop or the stopping distance does not meet the expected stopping distance due to inaccurate performance parameters of the brake.

[0139] In some alternative embodiments, as Figure 7 shown, the method of the embodiments of the present disclosure may further include:

[0140] Step 410, in response to the collision risk assessment information indicating no collision risk, adjusting the third sub-parameter in the current parameters, where the third sub-parameter is a collision area parameter for assessing the collision risk.

[0141] Among them, the collision area parameter refers to the relevant parameters of the collision area based on which the collision risk between the vehicle and the obstacle is determined. The collision area parameter may include the parameters for determining the boundary of the collision area. The collision risk assessment information indicates that there is no collision risk, but the vehicle collides with the target obstacle, which means that the collision risk fails to be issued during the collision risk assessment stage. The reason for this situation may be that the collision area parameters used to evaluate the collision risk are not accurate enough to evaluate the collision risk. Referring to the foregoing content, during the process of evaluating the collision risk, it is necessary to evaluate the probability value that the predicted trajectories of the host vehicle and the target obstacle fall within the collision area, that is, the collision probability. If this probability value is less than the set threshold, the collision risk will not be issued. Here, the probability value is the integral value within the collision area of the collision indication vector determined based on the first position probability distribution information and the second position probability distribution information of the host vehicle. When the trajectory prediction results of the host vehicle and the target obstacle are basically stable, the size of the collision probability is mainly determined by the size of the collision area. If the collision risk fails to be issued normally, it means that the size of the collision area here may not meet the expected requirements. Therefore, by adjusting the collision area parameters of the third sub-parameter, the size of the collision area corresponding to the adjusted collision area parameters meets the expected requirements, so that the vehicle can issue the collision risk normally during the collision risk assessment stage.

[0142] In some alternative embodiments, the lateral size and / or the longitudinal size of the collision area can be adjusted according to a preset gradient corresponding to the collision area (which can be referred to as the third preset gradient or the third adjustment gradient) to obtain the adjusted third sub-parameter. The adjusted third sub-parameter is used as the third sub-parameter in the adjusted parameters. The third preset gradient can be any gradient. For example, the third preset gradient can be 0.1 meter, 0.2 meter or other values. After each adjustment, usually, the performance of the vehicle under the adjusted parameters is retested, and based on the new performance, the parameters are iteratively adjusted according to the adjustment methods under the above different performances until the adjusted parameters meet the expected conditions.

[0143] In some alternative embodiments, during the process of adjusting the lateral size and / or the longitudinal size of the collision area, there can be three situations, namely, only relaxing the lateral size of the collision area, only relaxing the longitudinal size of the collision area, and simultaneously relaxing the lateral size and the longitudinal size of the collision area. For example, the lateral size of the collision area is relaxed by 0.1 meter.

[0144] In some alternative embodiments, the types of collision regions in different road traffic scenarios may be different. For example, road traffic scenarios may include a following scenario, a crossing scenario, and a turning scenario. The collision regions corresponding to the following scenario may include a following collision region and a following-and-overtaking collision region. The collision regions corresponding to the crossing scenario may include a crossing collision region and a crossing-and-side-offset collision region. The collision regions corresponding to the turning scenario may include a left-turn collision region and a right-turn collision region. Different types of collision regions correspond to different collision region parameters, which are used to determine the actual collision region in the case of the corresponding type of collision region. The collision region parameters may include parameters for determining the regional boundary of the collision region. The regional boundary may include boundaries in the four surrounding directions relative to the host vehicle, for example. The initial collision region parameters may be set according to the vehicle size and the obstacle size. Whether the host vehicle has an overtaking tendency may be determined according to the speed of the vehicle relative to the target obstacle and the longitudinal distance between the target obstacle and the host vehicle in the vehicle local coordinate system. For example, if the speed of the host vehicle relative to the obstacle is greater than zero and the longitudinal distance between the host vehicle and the obstacle is less than a distance threshold (e.g., 5 m), it is determined that the host vehicle has an overtaking tendency.

[0145] Exemplarily, Figure 8 is a schematic diagram of a collision region provided by an exemplary embodiment of the present disclosure. As Figure 8 shown, the collision region is a certain region around the host vehicle. W0 represents the width of the host vehicle, and H0 represents half of the length of the host vehicle. w1, w2, and h1 represent the parameters for determining the regional boundary of the collision region, and the parameters corresponding to different collision region types are different, which can be specifically determined according to the characteristics of different collision region types. For example, for the left-turn collision region, w1 is larger and w2 is smaller; for the right-turn collision region, w1 is smaller and w2 is larger. Optionally, w1, w2, and h1 may be functions of the size of the obstacle. For example, w1 and w2 may be functions of the width of the obstacle, and h1 may be a function of the length of the obstacle. During actual driving, the specific collision region can be determined according to the obstacle size, the collision region type, and w1, w2, and h1 corresponding to the collision region type. Figure 8 The front, rear, left, and right in

[0146] In some alternative embodiments, by setting test scenarios for different collision region types, the performance of the vehicle under the collision region parameters of different collision region types can be tested. Then, according to the performance, in the case where the collision region parameters need to be adjusted, the collision region parameters corresponding to the collision region type can be adjusted according to the parameter adjustment process of the above embodiments.

[0147] In an embodiment of the present disclosure, when the collision risk cannot be normally issued during the collision risk assessment phase, by adjusting the collision area parameters, the automatic emergency braking function can normally issue the collision risk, improving the effectiveness of the collision area parameters.

[0148] Figure 9 It is a flowchart showing a method for determining the parameters of the automatic emergency braking function provided by another exemplary embodiment of the present disclosure.

[0149] In some alternative embodiments, based on any of the above embodiments, as Figure 9 shown, the method of the embodiment of the present disclosure may further include:

[0150] Step 510, in response to the adjusted parameters not meeting the expected conditions, taking the adjusted parameters as the current parameters, iteratively executing step 220 to test the vehicle based on the test scenario, obtaining the performance of the vehicle under the current parameters and subsequent steps, until the adjusted parameters meet the expected conditions, and determining the adjusted parameters as the target parameters of the automatic emergency braking function.

[0151] In an embodiment of the present disclosure, when the parameters after one adjustment do not meet the expected conditions, the parameters of the automatic emergency braking function are iteratively adjusted through multiple tests, so that the adjusted parameters obtained can meet the expected conditions, thereby effectively obtaining the target parameters of the automatic emergency braking function.

[0152] Figure 10 It is a flowchart showing a method for determining the parameters of the automatic emergency braking function provided by another exemplary embodiment of the present disclosure.

[0153] In some alternative embodiments, based on any of the above embodiments, as Figure 10 shown, step 240 of determining the adjusted parameters as the target parameters of the automatic emergency braking function in response to the adjusted parameters meeting the expected conditions may include:

[0154] Step 2410, based on the test scenario, testing the performance of the vehicle under the adjusted parameters.

[0155] Among them, the adjusted parameters can be configured into the automatic emergency braking function, and then the performance of the vehicle under the adjusted parameters is tested based on the test scenario. The specific operation can refer to step 220 in the foregoing embodiments and will not be elaborated here.

[0156] Step 2420, in response to the performance being a stop before collision and the stopping distance conforming to the expected stopping distance, determining that the adjusted parameters meet the expected conditions.

[0157] Among them, the braking distance conforming to the expected braking distance may mean that the difference (i.e., the deviation) between the braking distance and the expected braking distance is less than the deviation threshold, that is, the braking distance is close to the expected braking distance, which can not only avoid collisions but also avoid premature triggering of emergency braking.

[0158] Step 2430, determine the adjusted parameter as the target parameter of the automatic emergency braking function.

[0159] In an embodiment of the present disclosure, after obtaining the adjusted parameter, the performance of the vehicle under the adjusted parameter is tested again to determine whether the adjusted parameter meets the expected conditions and ensure the effectiveness of the target parameter.

[0160] In some optional embodiments, under the current parameter, the automatic emergency braking function of the vehicle may include the following steps:

[0161] Determine the collision risk between the vehicle and at least one obstacle (i.e., collision risk assessment information); in response to the collision risk between the vehicle and the target obstacle among the obstacles indicating that there is a collision risk between the vehicle and the target obstacle at a future moment, determine a first sub-parameter based on the current parameter; the first sub-parameter is the reachable set distance offset; determine the initial parameter of the target subset where the vehicle collides with the target obstacle; based on the initial parameter of the target subset and the reachable set distance offset, determine the target subset of the speed - distance space where the vehicle collides with the target obstacle; based on the target subset, a second sub-parameter in the current parameter, and a pre-configured reverse recursive state transition rule, generate a reachable set; the second sub-parameter is the reverse recursive acceleration in the reverse recursive state transition rule, and the reverse recursive acceleration is the maximum deceleration of the vehicle's brake; based on the current vehicle state information of the vehicle, predict the distribution information of the distance and speed of the vehicle at at least one future moment (i.e., two-dimensional probability distribution information); based on the distribution information of the distance and speed of the vehicle at each future moment and the reachable set, determine the issuance state of the braking signal (or the triggering state of the emergency braking function); in response to the issuance state being issuance, issue the braking signal; control the vehicle to brake based on the braking signal.

[0162] In some optional embodiments, determining the collision risk between the vehicle and at least one obstacle may include:

[0163] For any obstacle, determine a collision area based on a third sub-parameter in the current parameter; the third sub-parameter is a collision area parameter; based on the current vehicle state information of the vehicle, the current obstacle state information of the obstacle, and the collision area, determine the collision risk between the vehicle and the obstacle. The specific operation of determining the collision risk can refer to the foregoing content.

[0164] In some optional embodiments, the initial parameter of the target subset may include the above speed range (e.g., 0 - V max) and distance intervals (e.g., 0 to d max ). The target subset is determined based on the rectangular area (i.e., the target reachable area) formed by the four target corner points of (0 + sa offset , 0), 0 + sa offset , V max ), (d max + sa offset , 0), (d max + sa offset , V max ). sa offset can represent the first sub-parameter in the current parameters. The reverse recursive state transition rule can be determined based on a preset motion model. The preset motion model can be a uniformly variable motion model, a uniform motion model, a motion model with variable acceleration, etc., and is not specifically limited. Taking the uniformly variable motion model as an example, the forward state transition process can be expressed as follows:

[0165]

[0166] v k+1 = v k + a k ΔT Formula (7)

[0167] In Formulas (6) and (7), d k+1 represents the distance (or distance) from the vehicle to the collision point at time k + 1, d k represents the distance from the vehicle to the collision point at time k, ΔT represents the recursive time step, v k+1 represents the speed of the vehicle at time k + 1, v k represents the speed of the vehicle at time k, a k represents the acceleration, that is, the maximum deceleration of the brake, which is also the maximum deceleration included in the second sub-parameter. For example, a k is -10m / s 2 .

[0168] Based on the above forward state transition process, the reverse recursive state transition rule can be expressed as follows:

[0169] v k = v k+1 - a k ΔT Formula (8)

[0170]

[0171] The meanings of the symbols in Formulas (8) and (9) are the same as those in Formulas (6) and (7).

[0172] Exemplarily, ΔT is 0.04 seconds and the total recursive duration is 2 seconds. Based on the four target corner points of the target subset and the above formulas (8) and (9), backward recursion is performed to obtain the four backward recursion corner points of the four target corner points at each moment. For the four backward recursion corner points at any moment, the reachable set subset at that moment is obtained. A total of 50 reachable set subsets corresponding to 50 moments can be obtained, and these reachable set subsets constitute the reachable set in the speed - distance space.

[0173] The collision point is the intersection of the predicted future trajectory of the host vehicle and the future trajectory of the target obstacle. The future trajectory of the host vehicle can be predicted based on the current vehicle state of the host vehicle and a preset kinematic model. The future trajectory of the target obstacle can be predicted based on the current obstacle state of the target obstacle and a preset kinematic model. The kinematic model can be, for example, a uniform motion model, a uniformly variable motion model, etc., and is not specifically limited. Optionally, the future trajectories of the host vehicle and the target obstacle can be predicted by a trajectory prediction model. The distribution information of the distance and speed of the vehicle at at least one future moment can be referred to the foregoing embodiments.

[0174] In some optional embodiments, determining the issuing state of the braking signal based on the distribution information of the distance and speed of the vehicle at each future moment and the reachable set may include:

[0175] For each future moment, based on the distribution information of the distance and speed of the vehicle at that future moment, determine the integral value of the corresponding state distribution (i.e., the two - dimensional probability distribution ellipse or two - dimensional probability distribution function) within the reachable regions corresponding to at least one reachable set subset of the reachable set; and then determine the issuing state of the braking signal based on the integral values corresponding to each future moment. For specific details, refer to the foregoing content.

[0176] In some optional embodiments, Figure 11 is a flowchart of a method for determining the parameters of the automatic emergency braking function provided by an exemplary embodiment of the present disclosure. As Figure 11 shown, the method of the embodiment of the present disclosure may include the following steps:

[0177] Step 610, determine the performance of the vehicle. That is, test the vehicle based on the test scenario to obtain the performance of the vehicle under the current parameters. Proceed to step 6210 or step 6310.

[0178] Step 6210, the vehicle stops. That is, determine that the performance of the vehicle is to stop before collision. Proceed to step 6220.

[0179] Step 6220, determine the first stopping distance.

[0180] Step 6230, adjust the first sub - parameter in combination with the expected stopping distance. Refer to the specific operation in step 2330. Proceed to step 680.

[0181] Step 6310, vehicle collision. That is, it is determined that the vehicle's behavior is a collision. Proceed to step 6320.

[0182] Step 6320, determine the first collision speed. Refer to the specific operation in step 2301.

[0183] Step 6330, determine the first speed reduction amount. Refer to the specific operation in step 2302. Proceed to step 6410 or 650.

[0184] Step 6410, the first speed reduction amount is not 0. That is, the first speed reduction amount is greater than the first speed threshold.

[0185] Step 6420, adjust the first sub-parameter in combination with the expected stopping distance. Refer to the specific operation in step 23033. Proceed to step 680.

[0186] Step 650, the first speed reduction amount is 0. That is, it is determined that the first speed reduction amount is less than or equal to the first speed threshold. Proceed to step 6610 or step 6710.

[0187] Step 6610, determine that the collision risk is normally issued. That is, it is determined that the collision risk assessment information indicates the existence of a collision risk.

[0188] Step 6620, adjust the first sub-parameter in combination with the expected stopping distance. Refer to the specific operation in step 2303c.

[0189] Step 6630, retest to determine the vehicle's behavior. Refer to the specific operation in step 310. Proceed to step 6640 or step 6660.

[0190] Step 6640, the second speed reduction amount is not 0. That is, it is determined that the second speed reduction amount is greater than the first speed threshold.

[0191] Step 6650, adjust the first sub-parameter in combination with the expected stopping distance. Refer to the specific operation in step 23033. Proceed to step 680.

[0192] Step 6660, the second speed reduction amount is 0. That is, it is determined that the second speed reduction amount is still less than or equal to the first speed threshold.

[0193] Step 6670, adjust the second sub-parameter. Refer to the specific operation in step 320. Proceed to step 680.

[0194] Step 6710, determine that the collision risk is not normally issued. That is, it is determined that the collision risk assessment information indicates the non-existence of a collision risk.

[0195] Step 6720, adjust the third sub-parameter in combination with the scene characteristics. Refer to the specific operation in step 410.

[0196] Step 6730, retest to determine the vehicle's performance. Return to execute Step 6320 or Step 6210 or Step 6310.

[0197] Step 680, determine that the adjusted parameters meet the expected conditions.

[0198] Step 690, determine the target parameters. That is, determine the adjusted parameters that meet the expected conditions as the target parameters.

[0199] The method for determining the parameters of the automatic emergency braking function provided by the embodiments of the present disclosure combines the overall framework of the probabilistic automatic emergency braking function. By the vehicle's performance in the test scenario, the parameters of the entire automatic emergency braking function are adjusted to obtain the target parameters that adapt to the vehicle model, sensor performance, and brake performance of the vehicle, realizing the closed-loop of the parameter calibration process, so that the vehicle can issue a braking signal that meets the expected braking distance under the target parameters, which can not only avoid the vehicle from colliding with obstacles, but also avoid issuing the braking signal prematurely, thereby increasing the perception consistency deviation of the automatic emergency braking function, as well as the tolerance and generalization of the brake performance, and helping to accelerate the process of implementing the probabilistic automatic emergency braking function in real vehicles.

[0200] In the technical solution of the present disclosure, the collection, storage, use, processing, transmission, provision, and disclosure of the user's personal information involved are all in compliance with the provisions of relevant laws and regulations and do not violate public order and good customs. Moreover, in the technical solution of the present disclosure, the collection and use of the user's personal information involved are all carried out with the user's knowledge and authorization, and do not involve the illegal collection and illegal use of the user's personal information.

[0201] The above embodiments of the present disclosure can be implemented separately or in any combination without conflict, and can be specifically set according to actual needs. The present disclosure does not make any limitations.

[0202] Any method for determining the parameters of the automatic emergency braking function provided by the embodiments of the present disclosure can be executed by any suitable electronic device with data processing capabilities, including but not limited to: electronic devices such as terminal devices and servers. Or, any method for determining the parameters of the automatic emergency braking function provided by the embodiments of the present disclosure can be executed by a processor. For example, the processor executes any method for determining the parameters of the automatic emergency braking function mentioned in the embodiments of the present disclosure by calling the corresponding instructions stored in the memory. This will not be elaborated further below.

[0203] Exemplary device

[0204] Figure 12The figure is a schematic structural diagram of a device for determining parameters of an automatic emergency braking function provided by an exemplary embodiment of the present disclosure. The device in this embodiment can be used to implement the corresponding method embodiment of the present disclosure, such as Figure 12 The device shown may include: a first processing module 71, a second processing module 72, a third processing module 73, and a fourth processing module 74.

[0205] The first processing module 71 is configured to configure current parameters of the automatic emergency braking function of the vehicle.

[0206] The second processing module 72 is configured to test the vehicle based on a test scenario to obtain the performance of the vehicle under the current parameters; the performance is one of stopping before collision and during collision.

[0207] The third processing module 73 is configured to adjust the current parameters based on the performance to obtain adjusted parameters.

[0208] The fourth processing module 74 is configured to determine the adjusted parameters as the target parameters of the automatic emergency braking function in response to the adjusted parameters meeting the expected conditions.

[0209] In some optional embodiments, the automatic emergency braking function issues a braking signal based on an accessible set; the first sub-parameter is the offset of the accessible set distance; the second sub-parameter is the maximum deceleration of the vehicle's brake; the third sub-parameter is a collision area parameter for evaluating collision risk.

[0210] Figure 13 The figure is a schematic structural diagram of a device for determining parameters of an automatic emergency braking function provided by another exemplary embodiment of the present disclosure.

[0211] In some optional embodiments, on the basis of the above Figure 12 shown embodiment, as Figure 13 shown, the third processing module 73 may include: a first processing unit 731, a second processing unit 732, and a third processing unit 733.

[0212] The first processing unit 731 is configured to determine a first stopping distance between the vehicle's stopping position and the target obstacle in response to stopping before collision.

[0213] The second processing unit 732 is configured to determine an expected stopping distance corresponding to the starting speed of the vehicle's braking.

[0214] The third processing unit 733 is configured to adjust the first sub-parameter in the current parameters based on the first stopping distance and the expected stopping distance to obtain adjusted parameters.

[0215] In some optional embodiments, the second processing unit 732 is specifically configured to:

[0216] Determine the upper speed limit value and the lower speed limit value of the target speed range to which the starting speed belongs; based on the first expected braking distance corresponding to the pre-configured upper speed limit value and the second expected braking distance corresponding to the lower speed limit value, interpolate to obtain the expected braking distance corresponding to the starting speed.

[0217] In some alternative embodiments, based on any of the above embodiments, as Figure 13 shown, the third processing module 73 may include: a first processing unit 731, a second processing unit 732, and a third processing unit 733.

[0218] The first processing unit 731 is configured to determine the starting speed of the vehicle braking and the first collision speed of the vehicle at the time of collision in response to a collision manifestation.

[0219] The second processing unit 732 is configured to determine the first speed reduction amount of the vehicle based on the starting speed and the first collision speed.

[0220] The third processing unit 733 is configured to adjust the current parameter based on the first speed reduction amount to obtain an adjusted parameter.

[0221] In some alternative embodiments, based on the above embodiments, the third processing unit 733 is specifically configured to:

[0222] In response to the first speed reduction amount being greater than the first speed threshold, determine the expected braking distance corresponding to the starting speed. Determine the maximum deceleration of the vehicle's brake. Based on the first collision speed, the expected braking distance, and the maximum deceleration, adjust the first sub-parameter in the current parameter to obtain an adjusted parameter.

[0223] In some alternative embodiments, the third processing unit 733 is specifically configured to:

[0224] Based on the target road environment type corresponding to the test scenario, determine the road environment coefficient; based on the first collision speed, the expected braking distance, the maximum deceleration, and the road environment coefficient, adjust the first sub-parameter under the target road environment type in the current parameter to obtain an adjusted parameter.

[0225] In some alternative embodiments, the third processing unit 733 is specifically configured to:

[0226] In response to the first speed reduction amount being less than or equal to the first speed threshold, obtain the collision risk assessment information of the vehicle. In response to the collision risk assessment information indicating the existence of a collision risk, determine the expected braking distance corresponding to the starting speed. Based on the expected braking distance, adjust the first sub-parameter to obtain an adjusted parameter.

[0227] In some alternative embodiments, the third processing unit 733 is further configured to: after adjusting the first sub-parameter based on the expected braking distance and obtaining the adjusted parameter, use the adjusted parameter as the current parameter, test the vehicle based on the test scenario, and determine the second speed reduction amount of the vehicle under the current parameter. In response to the second speed reduction amount still being less than or equal to the first speed threshold, adjust the second sub-parameter in the current parameter to obtain the adjusted parameter.

[0228] In some alternative embodiments, the third processing unit 733 is further configured to:

[0229] In response to the collision risk assessment information indicating no collision risk, adjust the third sub-parameter in the current parameter, where the third sub-parameter is a collision area parameter for evaluating the collision risk.

[0230] In some alternative embodiments, based on any of the above embodiments, the fourth processing module 74 is further configured to: in response to the adjusted parameter not meeting the expected conditions, use the adjusted parameter as the current parameter. The second processing module 72 is further configured to test the vehicle based on the test scenario to obtain the performance of the vehicle under the current parameter. The third processing module 73 is further configured to adjust the current parameter based on the performance to obtain the adjusted parameter. The fourth processing module 74 is further configured to, in response to the adjusted parameter meeting the expected conditions, determine the adjusted parameter as the target parameter of the automatic emergency braking function. Through the interaction and iterative execution of their respective functions by the first processing module 71, the second processing module 72, the third processing module 73, and the fourth processing module 74, the method of the embodiments of the present disclosure is implemented.

[0231] In some alternative embodiments, based on any of the above embodiments, as Figure 13 shown, the fourth processing module 74 may include: a fourth processing unit 741, a fifth processing unit 742, and a sixth processing unit 743.

[0232] The fourth processing unit 741 is configured to test the performance of the vehicle under the adjusted parameter based on the test scenario.

[0233] The fifth processing unit 742 is configured to, in response to the performance being a stop before collision and the braking distance meeting the expected braking distance, determine that the adjusted parameter meets the expected conditions.

[0234] The sixth processing unit 743 is configured to determine the adjusted parameter as the target parameter of the automatic emergency braking function.

[0235] Each of the above embodiments of the present disclosure may be implemented alone or in any combination without conflict, and may be specifically set according to actual needs. The present disclosure does not make any limitations.

[0236] For the beneficial technical effects corresponding to the exemplary embodiments of the present device, reference may be made to the corresponding beneficial technical effects in the above-mentioned exemplary method section, which will not be elaborated herein.

[0237] Exemplary electronic device

[0238] Figure 14 FIG. is a structural diagram of an electronic device provided by an embodiment of the present disclosure, including at least one processor 91 and a memory 92.

[0239] The processor 91 may be a central processing unit (CPU) or other forms of processing units with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 90 to perform desired functions.

[0240] The memory 92 may include one or more computer program products, and the computer program products may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory, etc. Non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage media, and the processor 91 may run one or more computer program instructions to implement the methods of the various embodiments of the present disclosure above and / or other desired functions.

[0241] In one example, the electronic device 90 may further include: an input device 93 and an output device 94, and these components are interconnected through a bus system and / or other forms of connection mechanisms (not shown).

[0242] The input device 93 may further include, for example, a touch screen, a microphone, various sensors, and so on. The sensors may include, for example, an image sensor (such as a camera), lidar, millimeter-wave radar, ultrasonic radar, a positioning sensor, a pressure sensor, an air quality sensor, a temperature sensor, etc. The image sensor, lidar, millimeter-wave radar, ultrasonic radar, etc. can be used for the perception of the surrounding environment, that is, to detect dynamic and static objects in the surrounding environment. The dynamic and static objects may include, for example, static objects such as lane lines, curbs, arrows, signs, trees, buildings, etc., and dynamic objects such as surrounding vehicles, pedestrians, cyclists, etc. The positioning sensor is used to realize the positioning of the movable device where the electronic device is located (such as a vehicle, a robot, etc.). The positioning sensor may include, for example, an Inertial Measurement Unit (IMU), a Global Positioning System (GPS), etc. The pressure sensor can be used to detect the seat pressure. The temperature sensor can be used to detect the temperature inside the vehicle cockpit. The air quality sensor can be used to detect the air quality inside the vehicle cockpit.

[0243] The output device 94 can output various information to the outside, which may include, for example, a display, a speaker, a communication network, and the remote output devices connected thereto, and so on.

[0244] Of course, for simplicity, Figure 14 only some of the components related to the present disclosure in the electronic device 90 are shown, and components such as a bus, an input / output interface, etc. are omitted. In addition, according to specific application scenarios, the electronic device 90 may further include any other appropriate components.

[0245] Exemplary computer program product and computer-readable storage medium

[0246] In addition to the above methods and devices, embodiments of the present disclosure may further provide a computer program product, including computer program instructions, which, when run by a processor, cause the processor to execute the steps in the methods of various embodiments of the present disclosure described in the above "Exemplary Method" section.

[0247] The computer program product can be written in any combination of one or more programming languages to write program code for performing the operations of the embodiments of the present disclosure. The programming languages include object-oriented programming languages such as Java, C++, etc., and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computing device, partially on the user's device, executed as an independent software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0248] In addition, an embodiment of the present disclosure may also be a computer-readable storage medium having computer program instructions stored thereon, and when the computer program instructions are run by a processor, the processor is caused to execute the steps in the methods of various embodiments of the present disclosure described in the above "Exemplary Method" section.

[0249] The computer-readable storage medium may adopt any combination of one or more readable media. The readable media may be a readable signal medium or a readable storage medium. The readable storage medium includes, for example but not limited to, a system, device or component of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples (non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0250] The basic principles of the present disclosure have been described above in conjunction with specific embodiments. However, the advantages, benefits, effects, etc. mentioned in the present disclosure are only examples and not limitations, and it cannot be considered that they are essential for each embodiment of the present disclosure. In addition, the above-mentioned specific details are only for illustrative and easy-to-understand purposes, rather than limitations, and the above details do not limit the present disclosure to necessarily adopt the above specific details for implementation.

[0251] Those skilled in the art can make various changes and modifications to the present disclosure without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present disclosure and their equivalent technologies, the present disclosure also intends to include these changes and modifications.

Claims

1. A method for determining parameters of an automatic emergency braking function, comprising: Configuring the current parameters of the automatic emergency braking function of the vehicle; Testing the vehicle based on a test scenario to obtain the performance of the vehicle under the current parameters; The performance is one of stopping before collision and during collision; Based on the performance, adjusting the current parameters to obtain adjusted parameters; In response to the adjusted parameters meeting the expected conditions, determining the adjusted parameters as the target parameters of the automatic emergency braking function.

2. The method according to claim 1, wherein The adjusting the current parameters based on the performance to obtain adjusted parameters includes: In response to the performance being stopping before collision, determining a first stopping distance between the stopping position of the vehicle and the target obstacle; Determining an expected stopping distance corresponding to the starting speed of the vehicle's braking; Based on the first stopping distance and the expected stopping distance, adjusting a first sub-parameter in the current parameters to obtain the adjusted parameters.

3. The method according to claim 2, wherein, The determining the expected stopping distance corresponding to the starting speed of the vehicle's braking includes: Determining an upper speed limit value and a lower speed limit value of a target speed interval to which the starting speed belongs; Interpolating to obtain the expected stopping distance corresponding to the starting speed based on a first expected stopping distance corresponding to the upper speed limit value and a second expected stopping distance corresponding to the lower speed limit value pre-configured.

4. The method according to claim 1, wherein The adjusting the current parameters based on the performance to obtain adjusted parameters includes: In response to the performance being a collision, determining the starting speed of the vehicle's braking and a first collision speed of the vehicle at the time of collision; Based on the starting speed and the first collision speed, determining a first speed reduction amount of the vehicle; Based on the first speed reduction amount, adjusting the current parameters to obtain the adjusted parameters.

5. The method according to claim 4, wherein The adjusting the current parameters based on the first speed reduction amount to obtain the adjusted parameters includes: In response to the first speed reduction amount being greater than a first speed threshold, determining the expected stopping distance corresponding to the starting speed; Determining the maximum deceleration of the vehicle's brake; Based on the first collision speed, the expected stopping distance, and the maximum deceleration, adjusting a first sub-parameter in the current parameters to obtain the adjusted parameters.

6. The method according to claim 5, wherein The adjusting the first sub-parameter in the current parameters based on the first collision speed, the expected stopping distance, and the maximum deceleration to obtain the adjusted parameters includes: Based on the target road environment type corresponding to the test scenario, determining a road environment coefficient; Based on the first collision speed, the expected stopping distance, the maximum deceleration, and the road environment coefficient, adjusting the first sub-parameter under the target road environment type in the current parameters to obtain the adjusted parameters.

7. The method according to claim 4, wherein The adjusting the current parameters based on the first speed reduction amount to obtain the adjusted parameters includes: In response to the first speed reduction amount being less than or equal to the first speed threshold, obtaining collision risk assessment information of the vehicle; In response to the collision risk assessment information indicating the existence of a collision risk, determine the expected braking distance corresponding to the starting speed; Based on the expected braking distance, adjust the first sub-parameter to obtain the adjusted parameter.

8. The method according to claim 7, wherein After adjusting the first sub-parameter based on the expected braking distance to obtain the adjusted parameter, it further includes: Use the adjusted parameter as the current parameter, test the vehicle based on the test scenario, and determine the second speed reduction amount of the vehicle under the current parameter; In response to the second speed reduction amount still being less than or equal to the first speed threshold, adjust the second sub-parameter in the current parameter to obtain the adjusted parameter.

9. The method according to claim 7, wherein It further includes: In response to the collision risk assessment information indicating the non-existence of a collision risk, adjust the third sub-parameter in the current parameter, where the third sub-parameter is a collision area parameter for evaluating collision risk.

10. The method according to any one of claims 1-9, wherein, It further includes: In response to the adjusted parameter not meeting the expected conditions, use the adjusted parameter as the current parameter, iteratively execute the steps of testing the vehicle based on the test scenario to obtain the performance of the vehicle under the current parameter, and adjusting the current parameter based on the performance to obtain the adjusted parameter.

11. According to the method described in any one of claims 1-9, wherein, The step of determining the adjusted parameter as the target parameter of the automatic emergency braking function in response to the adjusted parameter meeting the expected conditions includes: Based on the test scenario, test the performance of the vehicle under the adjusted parameter; In response to the performance being a stop before collision and the braking distance conforming to the expected braking distance, determine that the adjusted parameter meets the expected conditions; Determine the adjusted parameter as the target parameter of the automatic emergency braking function.

12. The method according to any one of claims 1-9, wherein, The automatic emergency braking function issues braking signals based on the reachable set; The first sub-parameter is the reachable set distance offset; the second sub-parameter is the performance parameter of the vehicle's brake; the second sub-parameter includes at least one of the maximum deceleration of the brake and the brake response time; the third sub-parameter is a collision area parameter for evaluating collision risk.

13. An apparatus for determining parameters of an automatic emergency braking function, comprising: A first processing module for configuring the current parameter of the automatic emergency braking function of the vehicle; A second processing module for testing the vehicle based on a test scenario to obtain the performance of the vehicle under the current parameter; the performance is one of a stop before collision and a collision; A third processing module for adjusting the current parameter based on the performance to obtain the adjusted parameter; A fourth processing module for determining the adjusted parameter as the target parameter of the automatic emergency braking function in response to the adjusted parameter meeting the expected conditions.

14. A computer-readable storage medium storing a computer program for executing the method according to any one of claims 1-12 above.

15. An electronic device, the electronic device comprising: A processor; A memory for storing instructions executable by the processor; The processor is configured to read the executable instructions from the memory and execute the instructions to implement the method according to any one of claims 1-12 above.

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