Control method of automatic emergency braking system and vehicle

Abstract

The invention discloses a control method of an automatic emergency braking system and a vehicle, and belongs to the technical field of vehicle safety. According to the technical scheme provided by the embodiment of the invention, the gradient of the road where the target vehicle is located is determined under the condition that the target vehicle is in the driving state. And determining a corresponding target braking parameter threshold value by using the gradient and an initial braking parameter threshold value of the automatic emergency braking system so as to realize self-adaptive braking parameter threshold value determination. And the braking parameter threshold value of the automatic emergency braking system is updated by adopting the target braking parameter threshold value, so that the automatic emergency braking system can work by using the braking parameter threshold value more adaptive to the gradient, and the safety of the target vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle safety technology, and more specifically, to a control method and vehicle for an automatic emergency braking system in the field of vehicle safety technology. Background Technology

[0002] With the development of vehicle technology, more and more vehicles are equipped with automatic emergency braking systems. Automatic emergency braking systems can automatically brake the vehicle when the vehicle's condition meets the braking parameter thresholds, thereby avoiding collisions or reducing the damage caused by collisions. The braking parameter thresholds include two types: collision time and collision distance.

[0003] In related technologies, the braking parameter thresholds of automatic emergency braking systems are usually fixed and cannot meet the needs of vehicles in different situations. In particular, when the vehicle is on a slope, due to the influence of gravity, the fixed braking parameter thresholds will either cause the vehicle to brake prematurely or brake too late, affecting the vehicle's safety.

[0004] Therefore, how to achieve adaptive adjustment of braking parameter thresholds is a hot research topic. Summary of the Invention

[0005] This application provides a control method and vehicle for an automatic emergency braking system, which can adaptively adjust braking parameter thresholds to improve vehicle safety. The technical solution is as follows: On the one hand, a control method for an automatic emergency braking system is provided, the method comprising: When the target vehicle is in motion, determine the slope of the road where the target vehicle is located; Based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle, a target braking parameter threshold of the automatic emergency braking system is determined, and the target braking parameter threshold is used to control the triggering timing of the automatic emergency braking system. The braking parameter threshold of the automatic emergency braking system is updated using the target braking parameter threshold.

[0006] The technical solution provided in this application determines the slope of the road where the target vehicle is located when the vehicle is in motion. Using the slope and the initial braking parameter thresholds of the automatic emergency braking system, a corresponding target braking parameter threshold is determined, achieving adaptive braking parameter threshold determination. This target braking parameter threshold is then used to update the braking parameter thresholds of the automatic emergency braking system, enabling the system to operate with braking parameter thresholds more suited to the slope and improving the safety of the target vehicle.

[0007] In one possible implementation, determining the slope of the road where the target vehicle is located includes: Obtain the slope of the road where the target vehicle is located, output by the inertial measurement unit of the target vehicle; Alternatively, the first acceleration output by the inertial measurement unit and the second acceleration output by the electronic stability system of the target vehicle can be obtained, where the first acceleration and the second acceleration are both the driving acceleration of the target vehicle; based on the first acceleration and the second acceleration, the slope of the road where the target vehicle is located can be determined; Alternatively, the location information and driving direction of the target vehicle can be obtained; the location information and driving direction can be used to query a high-precision map to obtain the slope of the road.

[0008] In this implementation, the slope of the road where the target vehicle is located is directly determined using an inertial measurement unit (IMU) while the target vehicle is traveling, resulting in high efficiency in slope determination. Alternatively, the road slope can be estimated using both an IMU and an electronic stability system, yielding highly accurate estimates. Another approach is to collect the target vehicle's location and direction of travel, and then use this information to query the corresponding road slope in a high-precision map, further enhancing the efficiency of slope determination.

[0009] In one possible implementation, determining the target braking parameter threshold of the automatic emergency braking system based on the road gradient and the initial braking parameter threshold of the target vehicle's automatic emergency braking system includes: Based on the slope of the road and the initial braking parameter threshold, the compensation coefficient corresponding to the road is determined; The initial braking parameter threshold is corrected using the compensation coefficient and the slope to obtain the target braking parameter threshold of the automatic emergency braking system.

[0010] In this implementation, the road gradient and the initial braking parameter threshold are used to determine the corresponding compensation coefficient. The initial braking parameter threshold is then corrected using the compensation coefficient and the gradient to obtain the corresponding target braking parameter threshold, thus achieving adaptive adjustment of the braking parameter threshold.

[0011] In one possible implementation, determining the compensation coefficient corresponding to the road based on the road's slope and the initial braking parameter threshold includes: When the slope of the road indicates that the road is uphill and the type of the initial braking parameter threshold is the first type, the compensation coefficient corresponding to the road is determined as the first compensation coefficient, which is the compensation coefficient corresponding to the uphill slope and the first type. When the slope of the road indicates that the road is downhill and the type of the initial braking parameter threshold is a first type, the compensation coefficient corresponding to the road is determined as a second compensation coefficient, which is the compensation coefficient corresponding to downhill and the first type. When the slope of the road indicates that the road is uphill and the type of the initial braking parameter threshold is the second type, the compensation coefficient corresponding to the road is determined as the third compensation coefficient, which is the compensation coefficient corresponding to the uphill slope and the second type. When the slope of the road indicates that the road is downhill and the type of the initial braking parameter threshold is the second type, the compensation coefficient corresponding to the road is determined as the fourth compensation coefficient, which is the compensation coefficient corresponding to downhill and the second type. The first type is collision time, and the second type is collision distance.

[0012] In this implementation, the corresponding compensation coefficient can be determined based on the road's slope type and the initial braking parameter threshold type. Subsequently, the determined compensation coefficient can be used to achieve targeted compensation of the braking parameter threshold, that is, to achieve adaptive adjustment of the braking parameter threshold.

[0013] In one possible implementation, the method further includes: When the type of the initial braking parameter threshold is the first type, the first compensation coefficient or the second compensation coefficient is determined based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope; or, the first compensation coefficient or the second compensation coefficient is determined based on the weather information, road information, and slope of the target vehicle's location. When the type of the initial braking parameter threshold is the second type, the third compensation coefficient or the fourth compensation coefficient is determined based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope; or, the third compensation coefficient or the fourth compensation coefficient is determined based on the weather information, road surface information, and slope of the target vehicle's location.

[0014] In this implementation, the first, second, third, and fourth compensation coefficients are determined using the target vehicle's weight, the current driver's driving behavior data, and the slope. This enables adaptive adjustment of the first, second, third, and fourth compensation coefficients. In other words, the compensation coefficients are determined adaptively by combining personalized data such as vehicle weight and driving behavior data with objective data such as slope. The determined first, second, third, and fourth compensation coefficients are more closely matched to the actual situation of the target vehicle.

[0015] In one possible implementation, the step of correcting the initial braking parameter threshold using the compensation coefficient and the slope to obtain the target braking parameter threshold of the automatic emergency braking system includes: Subtract the product of the preset value and the compensation coefficient and the sine of the slope to obtain the first threshold correction coefficient; The target braking parameter threshold is obtained by multiplying the first threshold correction coefficient by the initial braking parameter threshold.

[0016] In this implementation, a first threshold correction coefficient is determined by using a preset value, a compensation coefficient, and a slope sine value. The initial braking parameter threshold is then corrected using the first threshold correction coefficient to obtain an adaptive target braking parameter threshold.

[0017] In one possible implementation, before determining the target braking parameter threshold of the automatic emergency braking system based on the road gradient and the initial braking parameter threshold of the target vehicle's automatic emergency braking system, the method further includes: If the absolute value of the slope meets the preset conditions, the step of determining the target braking parameter threshold of the automatic emergency braking system is performed based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle. If the absolute value of the slope does not meet the preset conditions, the automatic emergency braking system is controlled based on the initial braking parameter threshold.

[0018] In this implementation, by judging the relationship between the absolute value of the slope and the slope threshold, it can be determined whether the absolute value of the slope meets the preset conditions, thereby determining whether to perform adaptive adjustment of the braking parameter threshold to prevent oscillation.

[0019] In one possible implementation, the method further includes: Obtain the driving mode of the target vehicle and the road type of the road where it is located; Based on the driving mode and the road type, the initial braking parameter threshold of the target vehicle is determined.

[0020] In this implementation, by combining the target vehicle's driving mode and the road type, the corresponding initial braking parameter threshold can be determined. The resulting initial braking parameter threshold matches the target vehicle's driving mode and road type, making it more adaptable.

[0021] In one possible implementation, after determining the slope of the road where the target vehicle is located, the method further includes: Determine the rate of change of the slope of the road where the target vehicle is located; When the slope change rate is greater than or equal to a preset change rate threshold, the preset braking parameter threshold is determined as the target braking parameter threshold of the automatic emergency braking system. The preset braking parameter threshold is used to advance the triggering time of the automatic emergency braking system. If the slope change rate is less than the preset change rate threshold, the step of determining the target braking parameter threshold of the automatic emergency braking system based on the road slope and the initial braking parameter threshold of the automatic emergency braking system is performed.

[0022] On one hand, a control device for an automatic emergency braking system is provided, the device comprising: The slope determination module is used to determine the slope of the road where the target vehicle is located when the target vehicle is in motion. A braking parameter threshold determination module is used to determine a target braking parameter threshold of the automatic emergency braking system based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle. The target braking parameter threshold is used to control the triggering timing of the automatic emergency braking system. An update module is used to update the braking parameter threshold of the automatic emergency braking system using the target braking parameter threshold.

[0023] In one possible implementation, the slope determination module is used to acquire the slope of the road where the target vehicle is located, output by the inertial measurement unit of the target vehicle; or, acquire a first acceleration output by the inertial measurement unit and a second acceleration output by the electronic stability system of the target vehicle, wherein the first acceleration and the second acceleration are both the driving acceleration of the target vehicle; determine the slope of the road where the target vehicle is located based on the first acceleration and the second acceleration; or, acquire the location information and driving direction of the target vehicle; and use the location information and the driving direction to query a high-precision map to obtain the slope of the road.

[0024] In one possible implementation, the braking parameter threshold determination module is used to determine a compensation coefficient corresponding to the road based on the road's slope and the initial braking parameter threshold; and to correct the initial braking parameter threshold using the compensation coefficient and the slope to obtain the target braking parameter threshold of the automatic emergency braking system.

[0025] In one possible implementation, the braking parameter threshold determination module is configured to: determine a compensation coefficient corresponding to the road as a first compensation coefficient when the road slope indicates that the road is uphill and the type of the initial braking parameter threshold is a first type; determine a compensation coefficient corresponding to the road as a second compensation coefficient when the road slope indicates that the road is downhill and the type of the initial braking parameter threshold is a first type; determine a compensation coefficient corresponding to the road as a third compensation coefficient when the road slope indicates that the road is uphill and the type of the initial braking parameter threshold is a second type; and determine a compensation coefficient corresponding to the road as a fourth compensation coefficient when the road slope indicates that the road is downhill and the type of the initial braking parameter threshold is a second type; wherein the first type is collision time and the second type is collision distance.

[0026] In one possible implementation, the device further includes: The compensation coefficient determination module is used to determine either the first compensation coefficient or the second compensation coefficient based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope when the type of the initial braking parameter threshold is the first type; or, based on the weather information, road information, and slope of the target vehicle's location, the first compensation coefficient or the second compensation coefficient; and to determine either the third compensation coefficient or the fourth compensation coefficient based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope when the type of the initial braking parameter threshold is the second type; or, based on the weather information, road information, and slope of the target vehicle's location, the third compensation coefficient or the fourth compensation coefficient.

[0027] In one possible implementation, the update module is used to subtract the product of the preset value and the compensation coefficient and the sine of the slope to obtain a first threshold correction coefficient; and to multiply the first threshold correction coefficient by the initial braking parameter threshold to obtain the target braking parameter threshold.

[0028] In one possible implementation, the braking parameter threshold determination module is further configured to, when the absolute value of the slope meets a preset condition, perform a step of determining a target braking parameter threshold of the automatic emergency braking system based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle; and when the absolute value of the slope does not meet the preset condition, control the automatic emergency braking system based on the initial braking parameter threshold.

[0029] In one possible implementation, the braking parameter threshold determination module is further configured to acquire the driving mode of the target vehicle and the road type of the road in which it is located; and determine the initial braking parameter threshold of the target vehicle based on the driving mode and the road type.

[0030] In one possible implementation, the braking parameter threshold determination module is further configured to determine the gradient change rate of the road where the target vehicle is located; if the gradient change rate is greater than or equal to a preset change rate threshold, the preset braking parameter threshold is determined as the target braking parameter threshold of the automatic emergency braking system, the preset braking parameter threshold being used to advance the triggering timing of the automatic emergency braking system; if the gradient change rate is less than the preset change rate threshold, the step of determining the target braking parameter threshold of the automatic emergency braking system based on the gradient of the road and the initial braking parameter threshold of the automatic emergency braking system is performed.

[0031] On one hand, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement the control method of the automatic emergency braking system.

[0032] On one hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the program code being loaded and executed by a processor to implement the control method of the automatic emergency braking system. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the implementation environment of a control method for an automatic emergency braking system provided in an embodiment of this application; Figure 2This is a flowchart of a control method for an automatic emergency braking system provided in an embodiment of this application; Figure 3 This is a flowchart of another control method for an automatic emergency braking system provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a system provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a control device for an automatic emergency braking system provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0034] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0035] In the following text, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0036] In order to illustrate the technical solutions provided in the embodiments of this application, some terms involved in the embodiments of this application will be introduced below.

[0037] Automatic Emergency Braking (AEB) is an advanced automotive safety technology that uses sensors (such as radar and cameras) to detect obstacles ahead and automatically applies the brakes when a collision risk is detected, in order to avoid or mitigate a collision. Its working principle involves a phased response: first, a warning is issued; if the driver does not react, assisted braking is applied; and finally, full braking is applied automatically in an emergency.

[0038] An Inertial Measurement Unit (IMU) is a device used to measure an object's three-axis attitude angles, angular rates, and accelerations. It typically includes a three-axis accelerometer and a gyroscope. In vehicles, the IMU senses motion states (such as acceleration and angular velocity) in real time, providing high-frequency pose updates for autonomous driving systems, which is especially crucial in environments lacking satellite signals (such as tunnels and underground parking garages).

[0039] Electronic Stability Program (ESP): An active safety technology that uses sensors to monitor vehicle status (such as steering angle, wheel speed, and sideslip) and automatically intervenes in the braking system or adjusts engine power to correct vehicle instability. It integrates functions such as ABS (Anti-lock Braking System) and ASR (Traction Control) to ensure the vehicle travels as intended by the driver, significantly improving safety, especially on slippery roads or during sharp turns.

[0040] In related technologies, fixed braking parameter thresholds are configured for the vehicle's automatic emergency braking system. These thresholds include collision time and collision distance. When the braking parameter threshold is a collision time threshold, if the calculated collision time between the vehicle and the obstacle ahead is less than or equal to the collision time threshold, the automatic emergency braking system will control the vehicle to perform emergency braking. When the braking parameter threshold is a collision distance threshold, if the calculated distance between the vehicle and the obstacle ahead is less than or equal to the collision time threshold, the automatic emergency braking system will control the vehicle to perform emergency braking.

[0041] When a vehicle is traveling on a slope, the influence of gravity means that using fixed braking parameter thresholds can cause confusion or pose safety hazards for the user. For example, when a vehicle is going uphill, the downward component of gravity actually shortens the braking distance (prolonging the collision time). Using fixed braking parameter thresholds would cause emergency braking to be triggered prematurely, interfering with the user's normal driving. Similarly, when a vehicle is going downhill, the downward component of gravity also actually prolongs the braking distance (shortening the collision time). Using fixed braking parameter thresholds would cause emergency braking to be triggered later, posing a safety hazard.

[0042] Based on the above analysis, this application provides a control method for an automatic emergency braking system. This method can achieve adaptive adjustment of braking parameter thresholds, especially when the vehicle is driving on a slope, which can eliminate both user inconvenience and safety hazards.

[0043] The implementation environment of the embodiments of this application is described below. See also... Figure 1 The implementation environment of the control method for the automatic emergency braking system provided in this application embodiment includes an on-board terminal 101 and an automatic emergency braking system 102.

[0044] Terminal 101 is a terminal installed on the vehicle. The vehicle-mounted terminal 101 can acquire and process relevant information, and is also referred to as the vehicle-mounted system. In this embodiment, the vehicle-mounted terminal 101 can determine the slope of the road where the vehicle is located and adjust the braking parameter thresholds of the automatic emergency braking system 102 based on the road slope, thereby achieving adaptive changes in the braking parameter thresholds. The vehicle-mounted terminal 101 and the automatic emergency braking system 102 are connected via the vehicle's CAN bus, meaning that the vehicle-mounted terminal 101 and the automatic emergency braking system 102 can exchange data via the CAN bus.

[0045] After introducing the implementation environment of the embodiments of this application, the application scenarios of the technical solutions provided by the embodiments of this application will be introduced below.

[0046] The technical solution provided in this application can be applied to various vehicles equipped with automatic emergency braking systems. By employing the technical solution provided in this application, the braking parameter thresholds of the automatic emergency braking system can be automatically adjusted according to the slope of the road where the vehicle is located, so that the automatic emergency braking system can be triggered appropriately.

[0047] After introducing the implementation environment and application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application are described below. (See also...) Figure 2 Taking the vehicle-mounted terminal as the executing entity as an example, the method includes the following steps.

[0048] 201. When the target vehicle is in motion, the on-board terminal determines the slope of the road where the target vehicle is located.

[0049] The target vehicle is any vehicle equipped with an automatic emergency braking system. It can be an electric vehicle, a gasoline vehicle, or a hybrid vehicle; this application does not limit this. The on-board terminal is an electronic device with data processing capabilities within the target vehicle, also known as a vehicle control unit (VCU). The slope of a road can be represented by a slope angle, which can be understood as the angle between the road and the horizontal plane. When the target vehicle is going uphill, the slope angle is positive; when the target vehicle is going downhill, the slope angle is negative. The target vehicle being in motion indicates that the target vehicle is moving. The reason for determining the road slope while the vehicle is in motion is that the automatic emergency braking system is usually triggered when the vehicle is in motion. When the vehicle is not in motion, there is no need to determine the road slope since the automatic emergency braking system does not need to be triggered.

[0050] 202. The vehicle terminal determines the target braking parameter threshold of the automatic emergency braking system based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle. The target braking parameter threshold is used to control the triggering timing of the automatic emergency braking system.

[0051] The initial braking parameter threshold is the baseline braking parameter threshold for the automatic emergency braking system, while the target braking parameter threshold is the braking parameter threshold adjusted in real time. Compared to the initial braking parameter threshold, the target braking parameter threshold is more adapted to the slope of the road where the target vehicle is located. The principle behind controlling the triggering timing of the automatic emergency braking system using the target braking parameter threshold is that, with the acquired vehicle parameters remaining unchanged, the target braking parameter threshold can be used to determine whether to trigger the automatic emergency braking system. This triggering timing may be earlier or later, relative to the initial braking parameter threshold.

[0052] 203. The vehicle terminal uses the target braking parameter threshold to update the braking parameter threshold of the automatic emergency braking system.

[0053] In this process, after updating the braking parameter threshold of the automatic emergency braking system with the target braking parameter threshold, the automatic emergency braking system can determine the timing of triggering emergency braking based on the target braking parameter threshold. From the perspective of the target vehicle, this means that the timing of triggering the automatic emergency braking system can be determined based on the target braking parameter threshold.

[0054] The technical solution provided in this application determines the slope of the road where the target vehicle is located when the vehicle is in motion. Using the slope and the initial braking parameter thresholds of the automatic emergency braking system, a corresponding target braking parameter threshold is determined, achieving adaptive braking parameter threshold determination. This target braking parameter threshold is then used to update the braking parameter thresholds of the automatic emergency braking system, enabling the system to operate with braking parameter thresholds more suited to the slope and improving the safety of the target vehicle.

[0055] It should be noted that steps 201-203 above are a simplified description of the control method for the automatic emergency braking system provided in the embodiments of this application. The control method for the automatic emergency braking system provided in the embodiments of this application will be described in more detail below with reference to some examples. See [link to relevant documentation]. Figure 3 Taking the vehicle-mounted terminal as the executing entity as an example, the method includes the following steps.

[0056] 301. When the target vehicle is in motion, the on-board terminal determines the slope of the road where the target vehicle is located.

[0057] The target vehicle can be any vehicle equipped with an automatic emergency braking system, including electric, gasoline, and hybrid vehicles; this application does not limit this. The on-board terminal is an electronic device with data processing capabilities within the target vehicle, also known as a vehicle controller. Road gradient can be represented by a slope angle, which can be understood as the angle between the road and the horizontal plane. When the target vehicle is going uphill, the slope angle is positive; when the target vehicle is going downhill, the slope angle is negative. The target vehicle being in motion indicates that the target vehicle is moving. The reason for determining the road gradient while the vehicle is in motion is that the automatic emergency braking system is typically triggered when the vehicle is in motion. When the vehicle is not in motion, there is no need to determine the road gradient since the automatic emergency braking system does not need to be triggered.

[0058] In one possible implementation, when the target vehicle is in motion, the on-board terminal acquires the slope of the road where the target vehicle is located, output by the inertial measurement unit of the target vehicle.

[0059] The inertial measurement unit includes a three-axis accelerometer and a gyroscope. The three-axis accelerometer measures the acceleration of the target vehicle in three directions, and the gyroscope measures the angular velocity in three directions. By using the acceleration of the target vehicle in the direction of travel (x-axis) and the angular velocity in the longitudinal direction (y-axis) of the three directions, the slope of the road where the target vehicle is located can be estimated.

[0060] In this implementation, the slope of the road where the target vehicle is located is directly determined using an inertial measurement unit while the target vehicle is driving, resulting in high efficiency in slope determination.

[0061] For example, when the target vehicle is in motion, the onboard terminal acquires the first acceleration in the direction of travel of the target vehicle, measured by a triaxial accelerometer, and the first angular velocity in the longitudinal direction, measured by a gyroscope. Based on the first acceleration and gravitational acceleration, the onboard terminal determines a first estimated slope of the road where the target vehicle is located. The onboard terminal integrates the first angular velocity to obtain a second estimated slope of the road where the target vehicle is located. The onboard terminal then performs a weighted fusion of the first estimated slope and the second estimated slope to obtain the actual slope of the road where the target vehicle is located.

[0062] In this process, the first estimated slope of the road where the target vehicle is located is determined by dividing the first acceleration by the gravitational acceleration. Integrating this first angular velocity yields the estimated pitch angle of the target vehicle, which can be considered an estimate of the road's slope, i.e., the second estimated slope. Both the first and second estimated slopes contain errors. Weighted fusion is used to minimize these errors and improve the accuracy of the obtained slope. The weights for weighted fusion are set by technicians based on actual conditions, and this embodiment does not impose such limitations.

[0063] Another implementation of step 301 described above will be described below.

[0064] In one possible implementation, while the target vehicle is in motion, the on-board terminal acquires a first acceleration output by the inertial measurement unit and a second acceleration output by the target vehicle's electronic stability system, both of which are the vehicle's driving acceleration. Based on the first and second accelerations, the on-board terminal determines the gradient of the road where the target vehicle is located.

[0065] Among them, driving acceleration refers to the acceleration of the target vehicle in the direction of travel. The first acceleration is the driving acceleration measured by the inertial measurement unit (IMU), and the second acceleration is the driving acceleration measured by the electronic stability system (ESS). Since the IMU and EES measure acceleration using different principles, the driving accelerations obtained are not the same. The driving acceleration measured by the EES is closer to the actual driving acceleration of the target vehicle, while the driving acceleration measured by the IMU actually incorporates the influence of gravity. Therefore, it is not accurate when the target vehicle is on a slope. However, the gravity-affected characteristics of the IMU can be used to estimate the slope, which will be explained later.

[0066] In this implementation, an inertial measurement unit and an electronic stabilization system are used to estimate the road slope, resulting in a high degree of accuracy.

[0067] For example, when the target vehicle is in motion, the onboard terminal acquires the first acceleration output by the inertial measurement unit and the second acceleration output by the vehicle's electronic stability system. The onboard terminal subtracts the first acceleration from the second acceleration and divides this subtracted from the acceleration due to gravity to obtain a sine estimate of the slope. The onboard terminal then processes this sine estimate using an inverse trigonometric function to obtain the road's slope.

[0068] For example, the vehicle terminal estimates the road slope using the following formula (1).

[0069] (1) Where θ is the slope, or slope angle, and a imu Let a be the first acceleration. esp is the second acceleration, and g is the acceleration due to gravity.

[0070] The method by which the electronic stabilization system determines the second acceleration is explained below.

[0071] In one possible implementation, the electronic stability system acquires the wheel speeds of the target vehicle at multiple moments. Using these wheel speeds, the electronic stability system determines the wheel acceleration of the target vehicle. Based on this vehicle acceleration, the electronic stability system determines the second acceleration. Alternatively, the electronic stability system acquires the wheel speeds of the target vehicle at multiple moments. Based on these wheel speeds, the electronic stability system determines the vehicle speed of the target vehicle at multiple moments. Based on this vehicle speed, the electronic stability system determines the second acceleration.

[0072] The above-mentioned method of determining vehicle acceleration using wheel acceleration or vehicle speed using wheel speed is based on the fact that there is a fixed conversion ratio between wheel speed and vehicle speed. This conversion ratio can be used to convert wheel acceleration to vehicle acceleration or wheel speed to vehicle speed. This conversion ratio is set by technicians according to the actual situation, and this application embodiment does not limit it.

[0073] Another implementation of step 301 described above will be described below.

[0074] In one possible implementation, when the target vehicle is in motion, the on-board terminal acquires the target vehicle's location information and direction of travel. The on-board terminal then uses this location information and direction of travel to query a high-precision map to obtain the road's gradient.

[0075] The high-precision map stores detailed road information, including gradients. The direction of travel is considered because the gradients (positive and negative angles) differ between uphill and downhill sections on the same slope.

[0076] In this implementation, the location information and driving direction of the target vehicle are collected, and the corresponding road slope is queried in the high-precision map using the location information and driving direction, which results in high efficiency in determining the road slope.

[0077] 302. The vehicle terminal determines whether the absolute value of the slope meets the preset conditions.

[0078] The absolute value of the slope is used to reflect the magnitude of the slope, thus eliminating the issue of positive and negative slopes for uphill and downhill sections. Determining whether the absolute value of the slope meets preset conditions is to determine whether adaptive adjustment of the braking parameter thresholds of the automatic emergency braking system is necessary. These preset conditions are set by technicians based on actual conditions, and this application embodiment does not limit this setting.

[0079] In one possible implementation, if the absolute value of the slope is greater than a slope threshold, the vehicle terminal determines that the absolute value of the slope meets the preset condition. If the absolute value of the slope is less than or equal to the slope threshold, the vehicle terminal determines that the absolute value of the slope does not meet the preset condition.

[0080] The slope threshold is set by technicians based on actual conditions, and this application embodiment does not limit this setting. For example, the slope threshold can be denoted as θ. threshold When |θ|>θ threshold Only when |θ|≤θ will the subsequent adjustment of the adaptive braking parameter threshold be triggered, because threshold In this case, it indicates that the slope is relatively small and oscillations are likely to occur, so the braking parameter threshold adjustment scheme can be avoided for the time being.

[0081] In this implementation, by judging the relationship between the absolute value of the slope and the slope threshold, it can be determined whether the absolute value of the slope meets the preset conditions, thereby determining whether to perform adaptive adjustment of the braking parameter threshold to prevent oscillation.

[0082] Optionally, after step 302, the vehicle terminal may execute steps 303 or 305 as required by the actual situation. This application embodiment does not limit this.

[0083] 303. When the absolute value of the slope meets the preset conditions, the vehicle terminal determines the target braking parameter threshold of the automatic emergency braking system based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle. The target braking parameter threshold is used to control the triggering timing of the automatic emergency braking system.

[0084] The initial braking parameter threshold is the baseline braking parameter threshold of the automatic emergency braking system, while the target braking parameter threshold is the braking parameter threshold adjusted in real time. Compared to the initial braking parameter threshold, the target braking parameter threshold is more adapted to the slope of the road where the target vehicle is located. The principle of controlling the triggering timing of the automatic emergency braking system with the target braking parameter threshold is that, with the acquired vehicle parameters remaining unchanged, the target braking parameter threshold can be used to determine whether to trigger the automatic emergency braking system. This triggering timing may be earlier or later, relative to the initial braking parameter threshold. In some embodiments, the type of braking parameter threshold includes collision time and collision distance; that is, the braking parameter threshold is a collision time threshold or a collision distance threshold. When the braking parameter threshold is a collision time threshold, the automatic emergency braking system will trigger and perform emergency braking if the estimated collision time with the obstacle is determined to be less than or equal to the collision time threshold. When the braking parameter threshold is a collision distance threshold, the automatic emergency braking system will trigger and perform emergency braking if the distance between the vehicle and the obstacle is determined to be less than or equal to the collision distance threshold.

[0085] In one possible implementation, if the absolute value of the slope meets a preset condition, the vehicle terminal determines a compensation coefficient corresponding to the road based on the road slope and the initial braking parameter threshold. The vehicle terminal then uses the compensation coefficient and the slope to correct the initial braking parameter threshold, thereby obtaining the target braking parameter threshold for the automatic emergency braking system.

[0086] The compensation coefficient is actually used to compensate for the influence of gravity on the target vehicle when going uphill and downhill, so that the determined target braking parameter threshold is more in line with the current state of the target vehicle.

[0087] In this implementation, the road gradient and the initial braking parameter threshold are used to determine the corresponding compensation coefficient. The initial braking parameter threshold is then corrected using the compensation coefficient and the gradient to obtain the corresponding target braking parameter threshold, thus achieving adaptive adjustment of the braking parameter threshold.

[0088] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0089] The first part involves the vehicle-mounted terminal determining the compensation coefficient corresponding to the road based on the road's slope and the initial braking parameter threshold.

[0090] In one possible implementation, when the road gradient indicates that the road is uphill and the initial braking parameter threshold type is a first type, the on-board terminal determines the compensation coefficient corresponding to the road as a first compensation coefficient, which is the compensation coefficient corresponding to the uphill slope and the first type. When the road gradient indicates that the road is downhill and the initial braking parameter threshold type is a first type, the on-board terminal determines the compensation coefficient corresponding to the road as a second compensation coefficient, which is the compensation coefficient corresponding to the downhill slope and the first type. When the road gradient indicates that the road is uphill and the initial braking parameter threshold type is a second type, the on-board terminal determines the compensation coefficient corresponding to the road as a third compensation coefficient, which is the compensation coefficient corresponding to the uphill slope and the second type. When the road gradient indicates that the road is downhill and the initial braking parameter threshold type is a second type, the on-board terminal determines the compensation coefficient corresponding to the road as a fourth compensation coefficient, which is the compensation coefficient corresponding to the downhill slope and the second type.

[0091] The first type refers to collision time, and the second type refers to collision distance. When the initial braking parameter threshold is of the first type, it is also the initial collision time threshold; when it is of the second type, it is also the initial collision distance threshold. Different compensation coefficients can be determined for different slope types (uphill or downhill) and combinations thereof, enabling targeted compensation in subsequent operations.

[0092] In this implementation, the corresponding compensation coefficient can be determined based on the road's slope type and the initial braking parameter threshold type. Subsequently, the determined compensation coefficient can be used to achieve targeted compensation of the braking parameter threshold, that is, to achieve adaptive adjustment of the braking parameter threshold.

[0093] To provide a clearer explanation of the above implementation methods, the determination method of each compensation coefficient will be explained below.

[0094] In one possible implementation, if the type of the initial braking parameter threshold is a first type, the on-board terminal determines the first compensation coefficient or the second compensation coefficient based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope.

[0095] Among these factors, the weight of the target vehicle affects its inertia; the greater the vehicle's weight, the greater its inertia, and the more difficult it is to change its motion. Furthermore, vehicle weight is directly proportional to the gravitational force acting on the target vehicle; when the target vehicle is on a slope, gravity has a significant impact on its braking. Driving behavior data reflects the driver's driving habits, and correspondingly, this includes braking behavior data, which reflects the driver's braking habits. For example, braking behavior data includes average braking distance, which is the average distance between the target vehicle and the obstacle when the driver applies the brakes.

[0096] In this implementation, the first compensation coefficient or the second compensation coefficient is determined by using the vehicle weight of the target vehicle, the current driver's driving behavior data, and the slope. This enables adaptive adjustment of the first and second compensation coefficients. In other words, the compensation coefficients are determined by combining personalized data such as vehicle weight and driving behavior data with objective data such as slope. The determined first and second compensation coefficients are more closely matched to the actual situation of the target vehicle.

[0097] For example, when the initial braking parameter threshold is of type 1, the vehicle terminal inputs the target vehicle's weight, driving behavior data, and slope into a first compensation coefficient determination model. This model then extracts features from the vehicle weight, driving behavior data, and slope to obtain a first fused feature. The vehicle terminal then maps this first fused feature using the first compensation coefficient determination model to obtain the compensation coefficient corresponding to the slope. This compensation coefficient can be either the first compensation coefficient or the second compensation coefficient.

[0098] Specifically, when the gradient indicator road is uphill, the determined compensation coefficient is the first compensation coefficient; when the gradient indicator road is downhill, the determined compensation coefficient is the second compensation coefficient. The first fusion feature refers to the feature obtained by fusing vehicle weight, driving behavior data, and gradient, and can be considered a high-dimensional representation of the aforementioned vehicle weight, driving behavior data, and gradient. The first compensation coefficient determination model is a regression model that can map input data to either the first or second compensation coefficient. This first compensation coefficient determination model is obtained through multiple rounds of supervised training. This application embodiment does not limit the structure and training method of the first compensation coefficient determination model.

[0099] For example, if the initial braking parameter threshold is of type 1, the vehicle terminal inputs the target vehicle's weight, driving behavior data, and slope into a first compensation coefficient determination model. This model performs multiple full connections on the vehicle weight, driving behavior data, and slope to obtain a first fused feature. The vehicle terminal then uses this first compensation coefficient determination model to perform full connections and normalization on the first fused feature to obtain the compensation coefficient corresponding to the slope. This compensation coefficient can be either the first compensation coefficient or the second compensation coefficient.

[0100] The following explains another method for determining the first and second compensation coefficients.

[0101] In one possible implementation, if the type of the initial braking parameter threshold is a first type, the vehicle terminal determines the first compensation coefficient or the second compensation coefficient based on the weather information, road information and slope of the target vehicle's location.

[0102] Weather information reflects the weather type at the target vehicle's location, such as sunny, rainy, or snowy weather. The braking distance of the target vehicle varies under different weather types, so the compensation coefficient is determined in conjunction with the weather type. Road surface information reflects the road surface type where the target vehicle is located, such as concrete, asphalt, gravel, dirt, or muddy roads. The braking distance of the target vehicle also varies under different road surface types, so the compensation coefficient is determined in conjunction with the road surface information.

[0103] In this implementation, weather information, road surface information, and slope are used to determine the first compensation coefficient or the second compensation coefficient, thereby achieving adaptive adjustment of the first compensation coefficient and the second compensation coefficient. That is, the compensation coefficient is determined adaptively by combining environmental data such as weather type and road surface information, as well as objective data such as slope. The determined first compensation coefficient and second compensation coefficient are more in line with the actual situation of the target vehicle.

[0104] For example, if the initial braking parameter threshold is of type one, the vehicle terminal inputs the target vehicle's weather type, road surface information, and slope into a second compensation coefficient determination model. This model then extracts features from the weather type, road surface information, and slope to obtain a second fused feature. The vehicle terminal then maps this second fused feature using the second compensation coefficient determination model to obtain the compensation coefficient corresponding to the slope. This compensation coefficient can be either the first compensation coefficient or the second compensation coefficient.

[0105] Specifically, when the slope indicator road is uphill, the determined compensation coefficient is the first compensation coefficient; when the slope indicator road is downhill, the determined compensation coefficient is the second compensation coefficient. The second fusion feature refers to the feature obtained by fusing weather type, road surface information, and slope, and can be regarded as a high-dimensional expression of the aforementioned weather type, road surface information, and slope. The second compensation coefficient determination model is a regression model that can map input data to either the first or second compensation coefficient. This second compensation coefficient determination model is obtained through multiple rounds of supervised training. This application embodiment does not limit the structure and training method of the first compensation coefficient determination model.

[0106] For example, if the initial braking parameter threshold is of type one, the vehicle terminal inputs the target vehicle's weather type, road surface information, and slope into a second compensation coefficient determination model. This model then performs multiple full connections on the weather type, road surface information, and slope to obtain a second fused feature. The vehicle terminal then uses this second compensation coefficient determination model to perform full connections and normalization on the second fused feature to obtain the compensation coefficient corresponding to the slope. This compensation coefficient can be either the first compensation coefficient or the second compensation coefficient.

[0107] The method for determining the third and fourth compensation coefficients is explained below.

[0108] In one possible implementation, if the initial braking parameter threshold is of type two, the on-board terminal determines the third or fourth compensation coefficient based on the target vehicle's weight, the current driver's driving behavior data, and the slope. Alternatively, the on-board terminal determines the third or fourth compensation coefficient based on weather information, road surface information, and the slope of the target vehicle's location.

[0109] The methods for determining the third and fourth compensation coefficients described above belong to the same inventive concept as the methods for determining the first and second compensation coefficients described above. The implementation process is the same as the process for determining the first and second compensation coefficients described above, and will not be repeated here.

[0110] The second part involves the vehicle terminal using the compensation coefficient and the slope to correct the initial braking parameter threshold, thereby obtaining the target braking parameter threshold of the automatic emergency braking system.

[0111] In one possible implementation, the vehicle terminal subtracts the product of the preset value and the compensation coefficient and the sine of the slope to obtain a first threshold correction coefficient. The vehicle terminal then multiplies this first threshold correction coefficient by the initial braking parameter threshold to obtain the target braking parameter threshold.

[0112] The preset value is 1, and the slope sine value is the value obtained by substituting the slope into the sine function. The first threshold correction coefficient is an intermediate variable with a value range of (0, 1).

[0113] In this implementation, a first threshold correction coefficient is determined by using a preset value, a compensation coefficient, and a slope sine value. The initial braking parameter threshold is then corrected using the first threshold correction coefficient to obtain an adaptive target braking parameter threshold.

[0114] For example, when the initial braking parameter threshold is the collision time threshold, the compensation coefficient corresponding to the uphill slope is the first compensation coefficient, and the above implementation method can be described by the following formula (2); the compensation coefficient corresponding to the downhill slope is the second compensation coefficient, and the above implementation method can be described by the following formula (3). When the initial braking parameter threshold is the collision distance threshold, the compensation coefficient corresponding to the uphill slope is the third compensation coefficient, and the above implementation method can be described by the following formula (4); the compensation coefficient corresponding to the downhill slope is the fourth compensation coefficient, and the above implementation method can be described by the following formula (5).

[0115] (2) (3) (4) (5) in, , , as well as Thresholds for target braking parameters under different conditions. , , as well as These are the initial braking parameter thresholds for different situations. The first compensation coefficient, For the second compensation coefficient, For the third compensation coefficient, This is the fourth compensation coefficient. The slope is the gradient, or slope angle.

[0116] Another implementation method described below for the second part is as follows.

[0117] In one possible implementation, the vehicle terminal subtracts the product of the preset value and the compensation coefficient and the gradient ratio to obtain a second threshold correction coefficient. The vehicle terminal then multiplies this second threshold correction coefficient by the initial braking parameter threshold to obtain the target braking parameter threshold.

[0118] The slope ratio is the ratio between the current slope and the preset slope. Generally, the preset slope is 90° or -90°. When the slope indicator road is uphill, the preset slope is 90°; when the slope indicator road is downhill, the preset slope is -90°. The second threshold correction coefficient is an intermediate variable with a value range of (0, 1).

[0119] In this implementation, the second threshold correction coefficient is determined by using a preset value, a compensation coefficient, and a slope ratio. The initial braking parameter threshold is then corrected using the second threshold correction coefficient to obtain an adaptive target braking parameter threshold.

[0120] For example, when the initial braking parameter threshold is the collision time threshold, the compensation coefficient corresponding to the uphill slope is the first compensation coefficient, and the above implementation method can be described by the following formula (6); the compensation coefficient corresponding to the downhill slope is the second compensation coefficient, and the above implementation method can be described by the following formula (7). When the initial braking parameter threshold is the collision distance threshold, the compensation coefficient corresponding to the uphill slope is the third compensation coefficient, and the above implementation method can be described by the following formula (8); the compensation coefficient corresponding to the downhill slope is the fourth compensation coefficient, and the above implementation method can be described by the following formula (9).

[0121] (6) (7) (8) (9) in, and All slopes are preset. It is 90°. It is -90°.

[0122] In addition, in the embodiments of this application, the initial braking parameter threshold can be a fixed value calibrated by a technician, or it can be determined in the following ways.

[0123] In one possible implementation, the vehicle terminal acquires the driving mode of the target vehicle and the road type of the road in which it is located. Based on the driving mode and the road type, the vehicle terminal determines the initial braking parameter thresholds for the target vehicle.

[0124] The driving modes include Eco, Normal, and Sport modes. Road types include rural roads, urban roads, provincial highways, national highways, and expressways.

[0125] In this implementation, by combining the target vehicle's driving mode and the road type, the corresponding initial braking parameter threshold can be determined. The resulting initial braking parameter threshold matches the target vehicle's driving mode and road type, making it more adaptable.

[0126] For example, the vehicle terminal obtains the driving mode of the target vehicle and the road type of the road where it is located. The vehicle terminal uses the driving mode and road type to query a first relation table to obtain the corresponding initial braking parameter threshold. Alternatively, the vehicle terminal inputs the driving mode and road type into a braking parameter threshold determination model, and uses this model to extract features from the driving mode and road type to obtain parameter threshold determination features. The vehicle terminal then uses this braking parameter threshold determination model to perform a fully connected and normalized process on the parameter threshold determination features to obtain the initial braking parameter threshold for the target vehicle.

[0127] The first relationship table stores the correspondence between driving modes, road types, and initial braking parameter thresholds. This first relationship table is set by technicians according to actual conditions, and this embodiment does not limit its configuration. The braking parameter threshold determination model is a regression model that maps input data to initial braking parameter thresholds. This model is obtained through multiple rounds of supervised training, and this embodiment does not limit the structure or training method of the braking parameter threshold determination model.

[0128] Optionally, embodiments of this application also provide the following implementation methods for determining the target braking parameter threshold.

[0129] In one possible implementation, the vehicle terminal determines the rate of change of the slope of the road where the target vehicle is located. If the rate of change of slope is greater than or equal to a preset rate of change threshold, the vehicle terminal determines a preset braking parameter threshold as the target braking parameter threshold for the automatic emergency braking system. This preset braking parameter threshold is used to advance the triggering timing of the automatic emergency braking system. If the rate of change of slope is less than the preset rate of change threshold, the vehicle terminal performs step 303 described above to determine the target braking parameter threshold.

[0130] The slope change rate reflects the slope variation. If the slope change rate is greater than or equal to a preset change rate threshold, it indicates that the slope change is too drastic. In this case, the preset braking parameter threshold is directly set as the target braking parameter threshold, making it easier for the automatic emergency braking system to be triggered and improving the driving safety of the target vehicle. If the slope change rate is less than the preset change rate threshold, it indicates that the slope change is gentle. In this case, the target braking parameter threshold can be determined according to the method provided in step 303 above. The preset braking parameter threshold is set by technicians according to the actual situation, and this application embodiment does not limit this.

[0131] 304. The vehicle terminal uses the target braking parameter threshold to update the braking parameter threshold of the automatic emergency braking system.

[0132] In this process, after updating the braking parameter threshold of the automatic emergency braking system with the target braking parameter threshold, the automatic emergency braking system can determine the timing of triggering emergency braking based on the target braking parameter threshold. From the perspective of the target vehicle, this means that the timing of triggering the automatic emergency braking system can be determined based on the target braking parameter threshold.

[0133] 305. If the absolute value of the slope does not meet the preset condition, the vehicle terminal controls the automatic emergency braking system based on the initial braking parameter threshold.

[0134] If the absolute value of the slope does not meet the preset conditions, there is no need to perform adaptive adjustment of the braking parameter threshold of the automatic emergency braking system; the initial braking parameter threshold can be used directly for control.

[0135] The technical solutions provided in the embodiments of this application can be achieved through, as follows: Figure 4 The system shown is implemented as described above. See [link / reference] Figure 4 The system 400 includes a sensor set 401, an intelligent driving domain controller 402, and an AEB actuator 403.

[0136] The sensor set 401 includes an inertial measurement unit 4011, an electronic stability system 4012, and a camera / radar 4013. The camera / radar 4013 can be used to determine the collision distance between the target vehicle and the obstacle, and then the collision distance can be used to determine the collision time.

[0137] The intelligent driving domain controller 402 includes an information preprocessing unit 4021 and a dynamic threshold calculation unit 4022. The information preprocessing unit 4021 is used to preprocess the information collected by the sensor set 401, and the 4022 is used to execute the above steps 301-305.

[0138] The AEB actuator 403 is actually the brake of the automatic emergency braking system, which can perform emergency braking operations.

[0139] The technical solution provided in this application determines the slope of the road where the target vehicle is located when the vehicle is in motion. Using the slope and the initial braking parameter thresholds of the automatic emergency braking system, a corresponding target braking parameter threshold is determined, achieving adaptive braking parameter threshold determination. This target braking parameter threshold is then used to update the braking parameter thresholds of the automatic emergency braking system, enabling the system to operate with braking parameter thresholds more suited to the slope and improving the safety of the target vehicle.

[0140] Figure 5 This is a schematic diagram of the structure of a control device for an automatic emergency braking system provided in an embodiment of this application. See also... Figure 5 The device includes: a slope determination module 501, a braking parameter threshold determination module 502, and an update module 503.

[0141] The slope determination module 501 is used to determine the slope of the road where the target vehicle is located when the target vehicle is in motion.

[0142] The braking parameter threshold determination module 502 is used to determine the target braking parameter threshold of the automatic emergency braking system based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle. The target braking parameter threshold is used to control the triggering timing of the automatic emergency braking system.

[0143] The update module 503 is used to update the braking parameter threshold of the automatic emergency braking system using the target braking parameter threshold.

[0144] In one possible implementation, the slope determination module 501 is used to acquire the slope of the road where the target vehicle is located, output by the inertial measurement unit of the target vehicle. Alternatively, it acquires a first acceleration output by the inertial measurement unit and a second acceleration output by the electronic stability system of the target vehicle, where both the first and second accelerations are the vehicle's driving accelerations. Based on the first and second accelerations, the slope of the road where the target vehicle is located is determined. Alternatively, it acquires the target vehicle's location information and driving direction. Using the location information and driving direction, it queries a high-precision map to obtain the road's slope.

[0145] In one possible implementation, the braking parameter threshold determination module 502 is used to determine a compensation coefficient corresponding to the road based on the road's slope and the initial braking parameter threshold. The initial braking parameter threshold is then corrected using the compensation coefficient and the slope to obtain the target braking parameter threshold for the automatic emergency braking system.

[0146] In one possible implementation, the braking parameter threshold determination module 502 is configured to: determine a compensation coefficient corresponding to the road as a first compensation coefficient when the road gradient indicates the road is uphill and the initial braking parameter threshold type is a first type; when the road gradient indicates the road is downhill and the initial braking parameter threshold type is a first type; determine a compensation coefficient corresponding to the road as a second compensation coefficient when the road gradient indicates the road is downhill and the initial braking parameter threshold type is a first type; determine a compensation coefficient corresponding to the road as a third compensation coefficient when the road gradient indicates the road is uphill and the initial braking parameter threshold type is a second type; and determine a compensation coefficient corresponding to the road as a fourth compensation coefficient when the road gradient indicates the road is downhill and the initial braking parameter threshold type is a second type. Wherein, the first type is collision time, and the second type is collision distance.

[0147] In one possible implementation, the device further includes: The compensation coefficient determination module is used to determine either a first compensation coefficient or a second compensation coefficient based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope when the initial braking parameter threshold type is a first type; or, based on weather information, road information, and the slope of the target vehicle's location. When the initial braking parameter threshold type is a second type, the module determines either a third compensation coefficient or a fourth compensation coefficient based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope; or, based on weather information, road information, and the slope of the target vehicle's location.

[0148] In one possible implementation, the update module 503 is used to subtract the product of the preset value and the compensation coefficient and the sine of the slope to obtain a first threshold correction coefficient. The first threshold correction coefficient is then multiplied by the initial braking parameter threshold to obtain the target braking parameter threshold.

[0149] In one possible implementation, the braking parameter threshold determination module 502 is further configured to, when the absolute value of the slope meets a preset condition, perform a step of determining a target braking parameter threshold for the automatic emergency braking system based on the road slope and the initial braking parameter threshold of the automatic emergency braking system for the target vehicle. If the absolute value of the slope does not meet the preset condition, the automatic emergency braking system is controlled based on the initial braking parameter threshold.

[0150] In one possible implementation, the braking parameter threshold determination module 502 is further configured to acquire the driving mode of the target vehicle and the road type of the road in which it is located. Based on the driving mode and the road type, an initial braking parameter threshold for the target vehicle is determined.

[0151] In one possible implementation, the braking parameter threshold determination module 502 is further configured to determine the rate of change of the slope of the road where the target vehicle is located. If the rate of change of slope is greater than or equal to a preset rate of change threshold, the preset braking parameter threshold is determined as the target braking parameter threshold of the automatic emergency braking system. This preset braking parameter threshold is used to advance the triggering timing of the automatic emergency braking system. If the rate of change of slope is less than the preset rate of change threshold, the step of determining the target braking parameter threshold of the automatic emergency braking system based on the road slope and the initial braking parameter threshold of the automatic emergency braking system is performed.

[0152] It should be noted that the control device for the automatic emergency braking system provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above. In addition, the control device for the automatic emergency braking system provided in the above embodiments and the control method embodiments for the automatic emergency braking system belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0153] The technical solution provided in this application determines the slope of the road where the target vehicle is located when the vehicle is in motion. Using the slope and the initial braking parameter thresholds of the automatic emergency braking system, a corresponding target braking parameter threshold is determined, achieving adaptive braking parameter threshold determination. This target braking parameter threshold is then used to update the braking parameter thresholds of the automatic emergency braking system, enabling the system to operate with braking parameter thresholds more suited to the slope and improving the safety of the target vehicle.

[0154] This application also provides a vehicle. Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0155] Typically, vehicle 600 includes one or more processors 601 and one or more memories 602.

[0156] Processor 601 may include one or more processing cores, such as a quad-core processor, a hexa-core processor, etc. Processor 601 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 601 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 601 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 601 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0157] The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 602 are used to store at least one computer program, which is executed by the processor 601 to implement the control method of the automatic emergency braking system provided in the method embodiments of this application.

[0158] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on vehicle 600 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0159] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a control method for an automatic emergency braking system provided in the above embodiments.

[0160] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, it causes the computer to execute the above-described related method steps to implement the control method of an automatic emergency braking system provided in the above embodiment.

[0161] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a method for controlling an automatic emergency braking system provided in the above embodiment.

[0162] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0163] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0164] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0165] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for an automatic emergency braking system, characterized in that, The method includes: When the target vehicle is in motion, determine the slope of the road where the target vehicle is located; Based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle, a target braking parameter threshold of the automatic emergency braking system is determined, and the target braking parameter threshold is used to control the triggering timing of the automatic emergency braking system. The braking parameter threshold of the automatic emergency braking system is updated using the target braking parameter threshold.

2. The method according to claim 1, characterized in that, Determining the slope of the road where the target vehicle is located includes: Obtain the slope of the road where the target vehicle is located, output by the inertial measurement unit of the target vehicle; Alternatively, the first acceleration output by the inertial measurement unit and the second acceleration output by the electronic stability system of the target vehicle can be obtained, where the first acceleration and the second acceleration are both the driving acceleration of the target vehicle; based on the first acceleration and the second acceleration, the slope of the road where the target vehicle is located can be determined; Alternatively, the location information and driving direction of the target vehicle can be obtained; the location information and driving direction can be used to query a high-precision map to obtain the slope of the road.

3. The method according to claim 1, characterized in that, The determination of the target braking parameter threshold of the automatic emergency braking system based on the road gradient and the initial braking parameter threshold of the target vehicle's automatic emergency braking system includes: Based on the slope of the road and the initial braking parameter threshold, the compensation coefficient corresponding to the road is determined; The initial braking parameter threshold is corrected using the compensation coefficient and the slope to obtain the target braking parameter threshold of the automatic emergency braking system.

4. The method according to claim 3, characterized in that, Determining the compensation coefficient corresponding to the road based on the road's slope and the initial braking parameter threshold includes: When the slope of the road indicates that the road is uphill and the type of the initial braking parameter threshold is the first type, the compensation coefficient corresponding to the road is determined as the first compensation coefficient, which is the compensation coefficient corresponding to the uphill slope and the first type. When the slope of the road indicates that the road is downhill and the type of the initial braking parameter threshold is a first type, the compensation coefficient corresponding to the road is determined as a second compensation coefficient, which is the compensation coefficient corresponding to downhill and the first type. When the slope of the road indicates that the road is uphill and the type of the initial braking parameter threshold is the second type, the compensation coefficient corresponding to the road is determined as the third compensation coefficient, which is the compensation coefficient corresponding to the uphill slope and the second type. When the slope of the road indicates that the road is downhill and the type of the initial braking parameter threshold is the second type, the compensation coefficient corresponding to the road is determined as the fourth compensation coefficient, which is the compensation coefficient corresponding to downhill and the second type. The first type is collision time, and the second type is collision distance.

5. The method according to claim 4, characterized in that, The method further includes: When the type of the initial braking parameter threshold is the first type, the first compensation coefficient or the second compensation coefficient is determined based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope; or, the first compensation coefficient or the second compensation coefficient is determined based on the weather information, road information, and slope of the target vehicle's location. When the type of the initial braking parameter threshold is the second type, the third compensation coefficient or the fourth compensation coefficient is determined based on the vehicle weight of the target vehicle, the driving behavior data of the current driver of the target vehicle, and the slope; or, the third compensation coefficient or the fourth compensation coefficient is determined based on the weather information, road surface information, and slope of the target vehicle's location.

6. The method according to claim 3, characterized in that, The step of correcting the initial braking parameter threshold using the compensation coefficient and the slope to obtain the target braking parameter threshold of the automatic emergency braking system includes: Subtract the product of the preset value and the compensation coefficient and the sine of the slope to obtain the first threshold correction coefficient; The target braking parameter threshold is obtained by multiplying the first threshold correction coefficient by the initial braking parameter threshold.

7. The method according to claim 1 or 3, characterized in that, Before determining the target braking parameter threshold of the automatic emergency braking system based on the road gradient and the initial braking parameter threshold of the target vehicle's automatic emergency braking system, the method further includes: If the absolute value of the slope meets the preset conditions, the step of determining the target braking parameter threshold of the automatic emergency braking system is performed based on the slope of the road and the initial braking parameter threshold of the automatic emergency braking system of the target vehicle. If the absolute value of the slope does not meet the preset conditions, the automatic emergency braking system is controlled based on the initial braking parameter threshold.

8. The method according to claim 1, characterized in that, The method further includes: Obtain the driving mode of the target vehicle and the road type of the road it is on; Based on the driving mode and the road type, the initial braking parameter threshold of the target vehicle is determined.

9. The method according to claim 1, characterized in that, After determining the slope of the road where the target vehicle is located, the method further includes: Determine the rate of change of the slope of the road where the target vehicle is located; When the slope change rate is greater than or equal to a preset change rate threshold, the preset braking parameter threshold is determined as the target braking parameter threshold of the automatic emergency braking system. The preset braking parameter threshold is used to advance the triggering time of the automatic emergency braking system. If the slope change rate is less than the preset change rate threshold, the step of determining the target braking parameter threshold of the automatic emergency braking system based on the road slope and the initial braking parameter threshold of the automatic emergency braking system is performed.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the control method of the automatic emergency braking system as described in any one of claims 1 to 9.

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