A Comprehensive Margin Evaluation Method for Advanced Emergency Braking Systems Based on Regulatory Constraints

Abstract

This application relates to a comprehensive margin evaluation method for advanced emergency braking systems based on regulatory constraints, specifically in the field of vehicle active safety testing and evaluation technology. The method includes: first, acquiring vehicle braking data for different identification schemes of the advanced emergency braking system of the vehicle under test in a test scenario, as well as the corresponding regulatory constraints of the vehicle under test; then, determining the braking evaluation index corresponding to the advanced emergency braking system; based on the braking evaluation index and regulatory constraints, determining the braking margin corresponding to different identification schemes; determining the braking evaluation results of different identification schemes based on the braking margins; the braking evaluation results include the regulatory boundary margins corresponding to different identification schemes and the comprehensive ranking results of different identification schemes. This application can realize the quantitative comparison of the comprehensive performance of different identification schemes in different test scenarios, effectively improving the evaluation accuracy of advanced emergency braking systems.

Description

Technical Field

[0001] This application relates to the field of active safety testing and evaluation technology for vehicles, and in particular to a comprehensive margin evaluation method for advanced emergency braking systems based on regulatory constraints. Background Technology

[0002] The Advanced Emergency Braking System (AEBS), as a core component of vehicle active safety, is directly related to a vehicle's ability to avoid collisions in sudden dangerous scenarios and the safety of its occupants. With the implementation of globally unified regulations such as UNECE UN R152, AEBS has become a mandatory requirement for vehicle access and type approval.

[0003] Most existing technologies for evaluating advanced emergency braking systems (AESS) focus on single outcomes, such as comparing only collision warning time, braking deceleration, or determining whether a collision has occurred. However, this approach struggles to simultaneously characterize the coupling relationship between warning timing, braking build-up process, and the final collision outcome, leading to inaccurate evaluation results. Summary of the Invention

[0004] In view of this, this application provides a comprehensive margin evaluation method for advanced emergency braking systems based on regulatory constraints. The main purpose is to improve the technical problem that most of the evaluation methods of advanced emergency braking systems for vehicles focus on single results and are difficult to simultaneously depict the coupling relationship between warning timing, braking establishment process and final collision result, which leads to inaccurate evaluation results.

[0005] Firstly, this application provides a comprehensive margin evaluation method for advanced emergency braking systems based on regulatory constraints, the method comprising: Acquire vehicle braking data of different identification schemes of the advanced emergency braking system of the vehicle under test in the test scenario, as well as the corresponding regulatory constraints of the vehicle under test; Determine the braking evaluation indicators corresponding to the advanced emergency braking system; Based on braking evaluation indicators and regulatory constraints, determine the braking margin corresponding to different identification schemes; The braking evaluation results for different identification schemes are determined based on the braking margin. The braking evaluation results include the regulatory boundary margins corresponding to different identification schemes and the comprehensive ranking results of different identification schemes.

[0006] Secondly, this application provides a comprehensive margin evaluation device for advanced emergency braking systems based on regulatory constraints, the device comprising: The acquisition module is configured to acquire vehicle braking data of different identification schemes of the advanced emergency braking system of the vehicle under test in the test scenario, as well as the corresponding regulatory constraints of the vehicle under test. The determination module is configured to determine the braking evaluation index corresponding to the advanced emergency braking system; and based on the braking evaluation index and regulatory constraints, determine the braking margin corresponding to different identification schemes. The evaluation module is configured to determine the braking evaluation results of different identification schemes based on the braking margin. The braking evaluation results include the regulatory boundary margins corresponding to different identification schemes and the comprehensive ranking results of different identification schemes.

[0007] Thirdly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method of the first aspect.

[0008] Fourthly, this application provides an electronic device, including a storage medium, a processor, and a computer program stored on the storage medium and executable on the processor, wherein the processor executes the computer program to implement the method of the first aspect.

[0009] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the method of the first aspect.

[0010] By employing the above technical solution, the comprehensive margin evaluation method for advanced emergency braking systems based on regulatory constraints provided in this application, compared with related technologies, firstly obtains vehicle braking data of different identification schemes of the advanced emergency braking system of the test vehicle under test in the test scenario, as well as the corresponding regulatory constraints of the test vehicle; then, it determines the braking evaluation index corresponding to the advanced emergency braking system; next, based on the braking evaluation index and regulatory constraints, it determines the braking margin corresponding to different identification schemes; finally, it determines the braking evaluation results of different identification schemes based on the braking margin, and the braking evaluation results include the regulatory boundary margin corresponding to different identification schemes and the comprehensive ranking results of different identification schemes. In this way, braking margin is constructed while retaining the determination of regulatory constraints, and a comprehensive braking evaluation of different identification schemes of the advanced emergency braking system of the test vehicle is performed based on the braking margin, realizing a quantitative comparison of the comprehensive performance of different identification schemes under different test scenarios, effectively improving the evaluation accuracy of advanced emergency braking systems, and can be used for scheme selection, calibration optimization, type test auxiliary analysis, and regulatory adaptability assessment of automatic emergency braking systems.

[0011] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0012] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0013] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 A flowchart illustrating the comprehensive margin evaluation method for advanced emergency braking systems based on regulatory constraints provided in an embodiment of this application is shown. Figure 2 A flowchart illustrating an example provided in an embodiment of this application is shown; Figure 3 A schematic diagram of the structure of the comprehensive margin evaluation device for advanced emergency braking systems based on regulatory constraints provided in an embodiment of this application is shown. Detailed Implementation

[0015] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0016] With the implementation of UNECE UN R152 regulations, type test requirements for scenarios such as car-to-stationary vehicles, car-to-moving vehicles, car-to-pedestrians, and car-to-bicycles have become increasingly clear. Companies typically need to comprehensively evaluate the AEBS performance under different sensing schemes, speed points, and load conditions during product development and regulatory verification.

[0017] Most evaluation methods in related technologies focus on single results, such as comparing only collision warning time, only comparing only braking deceleration, or only determining whether a collision has occurred. While these methods can reflect local performance, they struggle to simultaneously characterize the coupling relationship between warning timing, braking establishment process, and the final collision result. Especially under boundary conditions, different identification schemes may not improve all indicators simultaneously. For example, in some conditions, the advantage lies in earlier warning time, while in others, the advantage lies in enhanced braking capability and reduced collision speed.

[0018] Furthermore, the evaluation methods in related technologies often lack an integrated mapping with regulatory thresholds. Even if two schemes meet regulatory requirements, it is difficult to distinguish the margin between them and the regulatory boundary; and for schemes near the boundary, a simple pass / fail conclusion cannot support calibration optimization and scheme selection. Therefore, there is an urgent need for a comprehensive evaluation method that can simultaneously consider warning timing, braking capability, and collision results, and can establish a correspondence with regulatory thresholds.

[0019] To address the technical problem that most evaluation methods for advanced emergency braking systems (AES) focus on single results, making it difficult to simultaneously characterize the coupling relationship between warning timing, braking establishment process, and final collision outcome, leading to inaccurate evaluation results, this embodiment provides a comprehensive margin evaluation method for EAS based on regulatory constraints. Figure 1 As shown, the method includes: Step 101: Obtain vehicle braking data of different identification schemes of the advanced emergency braking system of the vehicle under test in the test scenario, as well as the corresponding regulatory constraints of the vehicle under test.

[0020] The vehicle under test refers to a test vehicle that needs regulatory certification and performance testing, and is equipped with an advanced emergency braking system (AEBS), such as passenger cars or commercial vehicles. An AEBS is an active safety system that can autonomously identify obstacles ahead, assess collision risks, and automatically trigger braking in dangerous situations to avoid or mitigate collisions. Different identification schemes can be used for emergency braking, and each can be tested separately. The test scenario can be a typical scenario designed according to regulations such as UN R152 to verify the performance of the AEBS.

[0021] Correspondingly, vehicle braking data can be vehicle detection data related to AEBS braking behavior collected in different test scenarios, such as collision warning time (warning moment), braking trigger moment, braking establishment process, braking deceleration (average deceleration, maximum deceleration), vehicle speed change, collision speed, braking distance, relative distance, relative speed, etc. Regulatory constraints can be mandatory limits and judgment rules set for AEBS according to regulations such as UN ECE R152, such as minimum warning time limit, minimum braking deceleration requirement, maximum permissible collision speed, and pass / fail judgment boundaries under different vehicle speeds and targets, etc., which constitute regulatory limits for evaluating whether AEBS is compliant, improve the comprehensiveness of the evaluation of the vehicle under test, and thus ensure vehicle driving safety.

[0022] Step 102: Determine the braking evaluation indicators corresponding to the advanced emergency braking system.

[0023] In some embodiments, the braking evaluation index corresponding to the advanced emergency braking system can be determined according to the vehicle type of the vehicle under test and different identification schemes of the advanced emergency braking system. The braking evaluation index can be a key technical parameter used to quantitatively evaluate the braking performance and safety effectiveness of the advanced emergency braking system, such as pre-collision warning time, average maximum braking deceleration, collision speed, etc. Combining multiple indicators to comprehensively evaluate the vehicle under test can improve the accuracy of the evaluation results.

[0024] Step 103: Based on braking evaluation indicators and regulatory constraints, determine the braking margin corresponding to different identification schemes.

[0025] In some embodiments, braking margin can refer to the difference between the measured braking evaluation index of the advanced emergency braking system using different identification schemes and the regulatory limit corresponding to each index in the regulatory constraints. It is used to quantify the safety margin of the system performance relative to the regulatory boundary. The larger the difference, the higher the system safety redundancy and the further away from the regulatory failure boundary.

[0026] For example, braking margin may include: pre-collision warning time margin, which may be the difference between the measured warning time and the minimum warning time stipulated by regulations; average maximum braking deceleration margin, which may be the difference between the measured average maximum deceleration and the minimum deceleration requirement stipulated by regulations; and collision speed margin, which may be the difference between the measured collision speed and the maximum permissible collision speed stipulated by regulations.

[0027] Step 104: Determine the braking evaluation results of different identification schemes based on the braking margin.

[0028] The braking evaluation results may include, but are not limited to, the regulatory boundary margins corresponding to different identification schemes and the comprehensive ranking results of different identification schemes.

[0029] In some embodiments, the braking margin corresponding to each braking evaluation index can reflect the regulatory boundary margin. For example, the braking margin of a single braking evaluation index can be used as the regulatory boundary margin of that index. The comprehensive regulatory boundary margin of the advanced emergency braking system can be obtained by weighted summation of various margins, which intuitively reflects the overall safety margin level of the system relative to the regulatory boundary.

[0030] Correspondingly, the comprehensive margin scores corresponding to different recognition schemes can be ranked to obtain the comprehensive ranking results of the advanced emergency braking system of the vehicle under test using different recognition schemes, so as to determine the optimal recognition scheme and optimize the recognition scheme. For example, for multiple AEBS recognition schemes, the braking margin of each scheme under the same test scenario, speed and load conditions can be calculated. After the braking margin is normalized by range, the comprehensive margin score of each recognition scheme is calculated according to the preset weight. The different recognition schemes are ranked from high to low according to the comprehensive margin score. The higher the comprehensive margin score, the better the braking performance of the recognition scheme and the more sufficient the safety redundancy relative to the regulatory boundary. The higher the ranking, the higher the ranking of different recognition schemes is completed.

[0031] Optionally, the braking evaluation results can be used to determine whether there are any braking evaluation indicators that do not meet the regulatory constraints. If so, the indicator can be calibrated for optimization of the advanced emergency braking system, and optimization suggestions can be given.

[0032] Compared with related technologies, this embodiment first acquires vehicle braking data of different identification schemes of the advanced emergency braking system (AESB) of the vehicle under test in the test scenario, as well as the corresponding regulatory constraints of the vehicle under test; then, it determines the braking evaluation index corresponding to the AESB; based on the braking evaluation index and regulatory constraints, it determines the braking margin corresponding to different identification schemes; and based on the braking margin, it determines the braking evaluation results of different identification schemes; the braking evaluation results include the regulatory boundary margin corresponding to different identification schemes and the comprehensive ranking results of different identification schemes. In this way, a braking margin is constructed while retaining the determination of regulatory constraints, and a comprehensive braking evaluation of different identification schemes of the AESB of the vehicle under test is performed based on the braking margin. This enables a quantitative comparison of the comprehensive performance of different identification schemes under different test scenarios, effectively improving the evaluation accuracy of the AESB. It can be used for scheme selection, calibration optimization, type test auxiliary analysis, and regulatory adaptability assessment of automatic emergency braking systems.

[0033] Furthermore, as a refinement and extension of the specific implementation of the above embodiments, in order to fully illustrate the implementation of this embodiment, optionally, before step 101, this embodiment may also include: determining the test scenario, and the vehicle speed and vehicle load of the vehicle under test, and the target object speed of the target under test in the test scenario. The test scenarios include vehicle-to-car Rear Stationary (CCRS), vehicle-to-car Rear Moving (CCRM), vehicle-to-pedestrian Nearside Child (CPNC), and vehicle-to-bicyclist Nearside Adult (CBNA); determining different recognition schemes for the advanced emergency braking system of the vehicle under test.

[0034] Accordingly, within the same test scenario, the vehicle under test can be tested using multiple vehicle speeds and various load conditions (such as unloaded, fully loaded, etc.). For example, in different test scenarios, the speed conditions corresponding to the vehicle under test and the target under test can be: in the CCRS scenario, the vehicle speed of the vehicle under test can include 20 km / h. -1 40km·h -1 60km·h -1 The target vehicle's speed is 0 km / h. -1 In the CCRM scenario, the vehicle speed of the test vehicle can include 30 km / h. -1 60km·h -1 The target vehicle's speed is 20 km / h. -1 In the CBNA scenario, the vehicle speed of the test vehicle can include 20 km / h. -1 40km·h -1 60km·h -1 The target adult bicycle speed is 15 km / h. -1 In the CPNC scenario, the vehicle speed of the test vehicle can include 20 km / h. -1 40km·h -1 60km·h -1 The target pedestrian speed of the child is 5 km / h. -1 .

[0035] Optionally, step 101 may specifically include: acquiring test data of the vehicle under test in multiple test groups; preprocessing the test data, and determining the mean of the preprocessed test data as the vehicle braking data.

[0036] In some embodiments, the test data can be divided into multiple test groups according to different test scenarios, different vehicle speeds, different target speeds, different load conditions of the vehicle under test, and different load conditions of the target under test. Each test group can correspond to a set of fixed test parameters for conducting multiple repeated tests to obtain stable test data. The test data collected from multiple repeated tests are then preprocessed, such as screening and outlier removal, and the average value is taken as the vehicle braking data corresponding to that test group. For example, if there are outliers or the dispersion of repeated tests is large, the average value after removing outliers is selected to eliminate the influence of random errors and test interference on the data and improve the accuracy of evaluation.

[0037] The vehicle braking data may include pre-collision warning time, average maximum deceleration equation, and collision speed. Optionally, the corresponding calculation equation can be used for calculation.

[0038] For example, the equation for calculating the pre-collision warning time can be expressed as: ; In the formula, For the pre-collision warning time collected from the test vehicles in the test group, The emergency braking time is the value at which the braking deceleration equals -0.3 m·s⁻². For optical alarm time, The time difference between the audible alarm and the pre-braking collision warning time is determined by the AEBS system's built-in diagnostic tool and the vehicle's data acquisition equipment. The time difference is calculated from the moment the AEBS system issues the latest collision warning signal (if the audible alarm time is later than the optical alarm time, the signal corresponding to the audible alarm time can be used) to the moment the AEBS system triggers emergency braking (e.g., the braking deceleration first exceeds 0.3 m / s²). The acquisition accuracy is no less than 0.01 s. The relative distance and relative speed between the test vehicle and the target are recorded simultaneously to assist in verifying the validity of the data. Emergency braking time can be collected jointly by the onboard inertial measurement unit (IMU) and brake pedal displacement sensor. The time difference between the two moments is the emergency braking time, starting from the moment when the AEBS system triggers emergency braking and ending at the moment when the vehicle's braking deceleration reaches its maximum value and tends to stabilize. If the vehicle completely avoids a collision, the time difference is the moment when the vehicle speed drops to 0 and the braking deceleration returns to 0. The data collection process needs to record the real-time deceleration data of the braking establishment process simultaneously to ensure accurate determination of the time point. Braking deceleration can be collected using an onboard inertial measurement unit with a sampling frequency of no less than 100Hz. Real-time acquisition of instantaneous deceleration data during vehicle braking is achieved, covering the entire emergency braking phase (from braking trigger to braking end). Subsequent data preprocessing allows for the calculation of core parameters such as average braking deceleration and maximum braking deceleration. The acquisition accuracy is no less than 0.01m / s², and the acquisition process avoids abnormal data caused by road bumps and test interference. The optical alarm time can be collected by linking the IMC data acquisition system with the AEBS system diagnostic tool. A high-speed camera is pointed at the optical alarm area of ​​the vehicle's dashboard or central control screen. The data can be collected by the camera and then transmitted to the IMC data acquisition system. If no data is collected, the corresponding optical alarm signal is 0; if data is collected, the corresponding optical alarm signal is 1. The time difference between the first flash (or illumination) of the optical alarm signal and the last flash (or extinguish) of the optical alarm signal is the optical alarm time. If the alarm signal continues until the braking ends, the end time is the braking end time. Ensure that the camera angle is fixed and the lighting conditions meet regulatory requirements during the data collection process. The audible alarm time can be acquired through a linkage between the IMC data acquisition system and the AEBS system diagnostic instrument. For example, the frequency and amplitude of the audible alarm signal can be acquired. If acquired, the corresponding audible alarm signal is 1; otherwise, it is 0. The time difference between the first acquisition of the audible alarm signal (e.g., sound intensity exceeding 60dB) and the disappearance of the audible alarm signal (e.g., sound intensity below 30dB) is the audible alarm time. If the alarm signal continues until the braking ends, the end time of braking is taken as the end time. The acquisition process must shield against environmental noise interference to ensure that the alarm signal is clearly identifiable.

[0039] For example, the equation for the average maximum deceleration can be expressed as: ; In the formula, This represents the average maximum deceleration. It is 0.8 times the vehicle's stable speed; It is 0.1 times the vehicle's stable speed; To stabilize speed and The distance between them; To stabilize speed and The distance between them; The average maximum deceleration can be calculated based on the instantaneous deceleration data collected by the onboard inertial measurement unit. The collection requirements are the same as for braking deceleration. First, all instantaneous deceleration data during the entire emergency braking phase are collected. After preprocessing to remove outliers, the maximum deceleration value is selected. Then, the average of the maximum deceleration values ​​from multiple repeated tests is taken as the average maximum deceleration. The collection process needs to simultaneously record the braking trigger time and the time when the maximum deceleration occurs to help verify the validity of the data and comply with the requirements of UNECE UN R152 regulations for braking performance collection. 0.8 times the vehicle stable speed can be obtained by first collecting the vehicle's stable driving speed before the test through the onboard speed sensor. After the collection is completed, 0.8 times the stable speed is calculated from the data. This multiple can also be modified according to the test scenario. 0.1 times the vehicle stable speed can be obtained by collecting the vehicle's stable driving speed before the test through the onboard speed sensor. After the collection is completed, 0.1 times the stable speed is calculated from the data. This multiple can also be modified according to the test scenario. Correspondingly, the distance between the stable speed and 0.8 times the stable vehicle speed can be collected by linking the on-board distance sensor and speed sensor, taking the moment when the vehicle reaches the stable speed as the starting point and the moment when the vehicle speed drops to 0.8 times the stable speed as the ending point, and calculating the vehicle's travel distance within this time period; the distance between the stable speed and 0.1 times the stable vehicle speed can be calculated by taking the moment when the vehicle reaches the stable speed as the starting point and the moment when the vehicle speed drops to 0.1 times the stable speed as the ending point, and calculating the vehicle's travel distance within this time period.

[0040] For example, the collision velocity equation can be expressed as: ; In the formula, Collision speed; The test vehicle speed at the moment of collision can be the instantaneous speed of the test vehicle at the moment of collision. It is collected by linking an onboard speed sensor and a high-speed camera, in accordance with the collection requirements of UNECE UNR152 regulations. The specific collection method is as follows: the onboard speed sensor collects the vehicle's driving speed in real time, and the high-speed camera is started simultaneously to capture the collision process between the test vehicle and the target object; the instantaneous speed collected by the onboard speed sensor at that moment is extracted as the reference based on the moment when the high-speed camera captures the first contact between the vehicle and the target object (the moment of collision), which is the speed of the test vehicle at the moment of collision.

[0041] Optionally, step 103 may specifically include: obtaining the regulatory limits corresponding to the braking evaluation indicators in the regulatory constraints, the braking evaluation indicators including pre-braking collision warning time, average maximum deceleration, and collision speed; based on the braking margin calculation formula corresponding to the braking evaluation indicators, determining the braking margin corresponding to different identification schemes according to the regulatory limits and braking evaluation indicators, the braking margin including warning timing margin, braking capacity margin, and collision speed margin.

[0042] In some embodiments, the warning timing margin, braking capacity margin, and collision speed margin can be calculated according to the braking margin calculation formula corresponding to each braking margin.

[0043] For example, warning timing margin The calculation equation can be expressed as: ; Braking capacity margin The calculation equation can be expressed as: ; Collision speed margin The calculation equation can be expressed as: ; In the formula, This is the maximum collision speed permitted by regulation UN R152.

[0044] Optionally, step 104 may specifically include: performing range normalization processing on the warning timing margin, braking capacity margin, and collision speed margin to determine the comprehensive margin score corresponding to the advanced emergency braking system, as well as the regulatory boundary margin of the advanced emergency braking system using different identification schemes and the comprehensive ranking results of different identification schemes, as the braking evaluation results.

[0045] Optionally, the warning timing margin, braking capacity margin, and collision speed margin are normalized to determine the comprehensive margin score corresponding to the advanced emergency braking system. Specifically, this may include: normalizing the braking margin of the test vehicle under the same operating condition based on a preset range normalization equation, and determining the comprehensive margin score corresponding to the advanced emergency braking system according to the weights corresponding to the braking margins.

[0046] For example, the range normalization process can be performed on the braking margins of similar speed points, load conditions, and identification schemes within the same working condition in the test group. The preset range normalization equation can be expressed as: ; In the formula, This is the normalized value of the braking margin. , jIt can be a set of braking margins using different recognition schemes in the test scenario. T, a, and v can represent the warning timing margin, braking capacity margin, and collision speed margin, respectively, which are used to characterize the timeliness of the AEBS system's warning, braking efficiency, and mitigation effect on collision accidents. This indicates the specific test conditions corresponding to the test scenario. , These represent the minimum and maximum values ​​of each braking margin when different recognition schemes are used in the test scenario. In this way, each braking margin can be uniformly mapped to the [0,1] interval, making it comparable and additive, and providing a basis for subsequent weighted calculation of comprehensive margin score and completion of comprehensive ranking of different recognition schemes.

[0047] Correspondingly, the comprehensive margin scoring equation It can be represented as: ; ; In the formula, As a weighting factor for the timing of warnings; This is a weighting factor for braking capability. Collision speed weighting factor; Normalized value for warning timing margin; This is the normalized value for braking capacity margin; This is the normalized value for the collision velocity margin.

[0048] Optionally, step 104 may further include: determining the scenario-level comprehensive margin score corresponding to the advanced emergency braking system based on the braking margin corresponding to the vehicle braking data under different test scenarios; determining the scheme-level comprehensive margin score corresponding to the advanced emergency braking system based on the braking margin corresponding to the vehicle braking data using different recognition schemes under different test scenarios; and determining the braking evaluation result based on the comprehensive margin score, the scenario-level comprehensive margin score, and the scheme-level comprehensive margin score.

[0049] In some embodiments, multiple test groups can be given according to different test scenarios, and the same test scenario can be repeatedly tested multiple times. The corresponding braking margin is calculated based on the collected vehicle braking data, and then normalized to obtain the scenario-level comprehensive margin score corresponding to the test scenario. Alternatively, different recognition schemes can be used to test in the same test scenario, and each recognition scheme can be repeatedly tested multiple times. The corresponding braking margin is calculated based on the collected vehicle braking data, and then normalized to obtain the scheme-level comprehensive margin score corresponding to the recognition scheme.

[0050] It should be noted that the weight settings, scene selection, and scoring rules in this embodiment can be adjusted according to actual regulatory requirements and vehicle model needs; the calculation logic of the scene-level and scheme-level comprehensive margin scores can be adapted to different numbers of scenes and recognition schemes.

[0051] Correspondingly, a braking evaluation report for the vehicle under test can be generated based on the comprehensive margin score, scenario-level comprehensive margin score, and scheme-level comprehensive margin score. As a braking evaluation result, it can reflect the performance of a single scenario and a single scheme, thereby explaining the scenario adaptability, identifying the advantages and disadvantages of the scheme, pointing out the parts that need to be optimized, and further improving the safety and reliability of the system.

[0052] For example, such as Figure 2 As shown, test data of the automatic emergency braking system under preset test scenarios (experimental scenarios), speed conditions, and load conditions can be obtained first. Then, the pre-braking collision warning time, average maximum deceleration, and collision speed are used as evaluation indicators. Representative values ​​of pre-braking collision warning time, average maximum deceleration, and collision speed under different test groups are calculated. Based on regulatory requirements, warning timing margin, braking capacity margin, and collision speed margin are constructed, and range normalization and weighted scoring are performed to obtain a weighted comprehensive margin score. Finally, the regulatory boundary margin and comprehensive ranking results of the identification scheme are output. While retaining the hard constraints of regulations, the comprehensive performance of different identification schemes under different operating conditions, speeds, and load conditions can be quantitatively compared. This can be used for scheme selection, calibration optimization, type test auxiliary analysis, and regulatory adaptability assessment of automatic emergency braking systems.

[0053] Compared with related technologies, this embodiment can construct the individual braking margins corresponding to different identification schemes of the advanced emergency braking system of the test vehicle based on the regulatory limits and braking margin calculation formulas corresponding to the braking evaluation indicators in the regulatory constraints. It uses regulatory thresholds to determine the braking evaluation results of different identification schemes based on the braking margins, thus directly mapping the test results to regulatory boundary language. Range normalization is performed on the warning timing margin, braking capacity margin, and collision speed margin to determine the comprehensive margin score corresponding to the advanced emergency braking system, simultaneously characterizing the warning timing, braking establishment quality, and final collision result. This simultaneously depicts the coupling relationship between the warning timing, braking establishment process, and final collision result, improving the accuracy of the evaluation results. Normalization is performed within the same test scenario to avoid distortion caused by differences in the range of physical quantities in different scenarios. The comprehensive score uniformly measures the performance of the three stages of warning, braking, and result, providing a quantitative basis for scheme selection, calibration optimization, and regulatory adaptability analysis. It retains the judgment of individual regulatory hard constraints while enabling comprehensive comparison, making it more suitable for boundary conditions and multi-scheme comparison scenarios.

[0054] Furthermore, embodiments of this application provide an advanced emergency braking system comprehensive margin evaluation device based on regulatory constraints, such as... Figure 3 As shown, the device includes: an acquisition module 31, a determination module 32, and an evaluation module 33.

[0055] The acquisition module 31 is configured to acquire vehicle braking data of different identification schemes of the advanced emergency braking system of the vehicle under test in the test scenario, as well as the corresponding regulatory constraints of the vehicle under test. The determination module 32 is configured to determine the braking evaluation index corresponding to the advanced emergency braking system; and based on the braking evaluation index and regulatory constraints, determine the braking margin corresponding to different identification schemes. Evaluation module 33 is configured to determine the braking evaluation results of different identification schemes based on braking margin. The braking evaluation results include the regulatory boundary margins corresponding to different identification schemes and the comprehensive ranking results of different identification schemes.

[0056] In some embodiments, the determining module 32 is specifically configured to obtain the regulatory limits corresponding to the braking evaluation indicators in the regulatory constraints. The braking evaluation indicators include the pre-braking collision warning time, the average maximum deceleration, and the collision speed. Based on the braking margin calculation formula corresponding to the braking evaluation indicators, the braking margin corresponding to different identification schemes is determined according to the regulatory limits and the braking evaluation indicators. The braking margin includes the warning timing margin, the braking capacity margin, and the collision speed margin.

[0057] In some embodiments, the evaluation module 33 is specifically configured to perform range normalization processing on the warning timing margin, braking capacity margin and collision speed margin, determine the comprehensive margin score corresponding to the advanced emergency braking system, and the regulatory boundary margin of the advanced emergency braking system using different identification schemes and the comprehensive ranking result of different identification schemes, as the braking evaluation result.

[0058] In some embodiments, the evaluation module 33 is specifically configured to perform range normalization processing on the braking margin of the vehicle under test under the same operating condition based on a preset range normalization equation, and determine the comprehensive margin score corresponding to the advanced emergency braking system according to the weight corresponding to the braking margin.

[0059] In some embodiments, the evaluation module 33 is further configured to: determine the scenario-level comprehensive margin score corresponding to the advanced emergency braking system based on the braking margin corresponding to the vehicle braking data under different test scenarios; determine the scheme-level comprehensive margin score corresponding to the advanced emergency braking system based on the braking margin corresponding to the vehicle braking data of the advanced emergency braking system using different identification schemes under different test scenarios; and determine the braking evaluation result based on the comprehensive margin score, the scenario-level comprehensive margin score, and the scheme-level comprehensive margin score.

[0060] In some embodiments, the acquisition module 31 is further configured to determine a test scenario, and the vehicle speed and vehicle load of the vehicle under test and the target object speed of the target under test in the test scenario. The test scenarios include vehicle-to-stationary vehicle scenario, vehicle-to-moving vehicle scenario, vehicle-to-child pedestrian crossing scenario, and vehicle-to-adult bicycle crossing scenario; and to determine different recognition schemes for the advanced emergency braking system of the vehicle under test.

[0061] In some embodiments, the acquisition module 31 is further configured to determine a test scenario, and the vehicle speed and vehicle number of the vehicle under test in the test scenario, specifically configured to acquire test data of the vehicle under test in multiple test groups; preprocess the test data, and determine the mean of the preprocessed test data as the vehicle braking data.

[0062] It should be noted that other corresponding descriptions of the functional units involved in the comprehensive margin evaluation device for advanced emergency braking systems based on regulatory constraints provided in this application embodiment can be found by referring to... Figure 1 The corresponding descriptions in [the document] will not be repeated here.

[0063] Based on the above, Figure 1 As illustrated in the example, correspondingly, embodiments of this application also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described... Figure 1 The example method shown.

[0064] Based on the above, Figure 1 As illustrated, correspondingly, embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the above-described... Figure 1 The example method shown.

[0065] Based on this understanding, the technical solutions of the embodiments of this application can be embodied in the form of a software product. The software product can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, mobile hard drive, etc.) and includes several instructions to cause a computer device (such as a personal computer, server, or network device, etc.) to execute the methods of various implementation scenarios of this application.

[0066] Based on the above, Figure 1 The method shown, and Figure 3 To achieve the above objectives, the present application also provides an electronic device, comprising a storage medium and a processor; the storage medium for storing a computer program; and the processor for executing the computer program to implement the above-described virtual device embodiments. Figure 1 The method shown.

[0067] Optionally, the aforementioned electronic device may also include a user interface, a network interface, a camera, radio frequency (RF) circuitry, sensors, audio circuitry, a Wi-Fi module, etc. The user interface may include a display screen, an input unit, etc.

[0068] Those skilled in the art will understand that the physical device structure provided in this embodiment does not constitute a limitation on the physical device, and may include more or fewer components, or combine certain components, or have different component arrangements.

[0069] The storage medium may also include an operating system and a network communication module. The operating system is a program that manages the hardware and software resources of the aforementioned physical device, supporting the operation of information processing programs and other software and / or programs. The network communication module is used to enable communication between the various components within the storage medium, as well as communication with other hardware and software in the information processing physical device.

[0070] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware platform, or it can be implemented by hardware. This application can construct individual braking margins corresponding to different identification schemes of the advanced emergency braking system of the test vehicle based on the regulatory limits and braking margin calculation formulas corresponding to the braking evaluation indicators in the regulatory constraints. It uses regulatory thresholds to determine the braking evaluation results of different identification schemes based on the braking margins, thus directly mapping the test results to regulatory boundary language. It performs range normalization on the warning timing margin, braking capacity margin, and collision speed margin to determine the comprehensive margin score corresponding to the advanced emergency braking system, simultaneously characterizing the warning timing, braking establishment quality, and final collision result. This simultaneously depicts the coupling relationship between the warning timing, braking establishment process, and final collision result, improving the accuracy of the evaluation results. Furthermore, it performs normalization within the same test scenario to avoid distortion caused by differences in the range of physical quantities in different scenarios. It uses a comprehensive score to uniformly measure the performance of the three stages of warning, braking, and result, providing a quantitative basis for scheme selection, calibration optimization, and regulatory adaptability analysis. It retains the judgment of individual regulatory hard constraints while enabling comprehensive comparison, making it more suitable for boundary conditions and multi-scheme comparison scenarios.

[0071] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" or any other variations thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0072] The above are merely specific embodiments of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to these embodiments, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A comprehensive margin evaluation method for advanced emergency braking systems based on regulatory constraints, characterized in that, include: Acquire vehicle braking data of different identification schemes of the advanced emergency braking system of the vehicle under test in the test scenario, as well as the regulatory constraints corresponding to the vehicle under test; Determine the braking evaluation index corresponding to the advanced emergency braking system; Based on the braking evaluation index and the regulatory constraints, determine the braking margin corresponding to the different identification schemes; The braking evaluation results of the different identification schemes are determined based on the braking margin. The braking evaluation results include the regulatory boundary margins corresponding to the different identification schemes and the comprehensive ranking results of the different identification schemes.

2. The method according to claim 1, characterized in that, The step of determining the braking margin corresponding to the different identification schemes based on the braking evaluation index and the regulatory constraints includes: Obtain the regulatory limits corresponding to the braking evaluation indicators in the regulatory constraints, wherein the braking evaluation indicators include pre-collision warning time, average maximum deceleration, and collision speed. Based on the braking margin calculation formula corresponding to the braking evaluation index, the braking margin corresponding to the different identification schemes is determined according to the regulatory limits and the braking evaluation index. The braking margin includes warning timing margin, braking capacity margin, and collision speed margin.

3. The method according to claim 2, characterized in that, The step of determining the braking evaluation results of the different identification schemes based on the braking margin includes: The warning timing margin, braking capacity margin, and collision speed margin are normalized by range processing to determine the comprehensive margin score corresponding to the advanced emergency braking system, as well as the regulatory boundary margin of the advanced emergency braking system using different identification schemes and the comprehensive ranking result of different identification schemes, which are used as the braking evaluation result.

4. The method according to claim 3, characterized in that, The step of normalizing the range of the warning timing margin, the braking capacity margin, and the collision speed margin to determine the comprehensive margin score corresponding to the advanced emergency braking system includes: Based on the preset range normalization equation, the braking margin of the test vehicle under the same working condition is normalized, and the comprehensive margin score corresponding to the advanced emergency braking system is determined according to the weight corresponding to the braking margin.

5. The method according to claim 3, characterized in that, The step of determining the braking evaluation results of the different identification schemes based on the braking margin further includes: Based on the braking margin corresponding to the vehicle braking data under different test scenarios, determine the scenario-level comprehensive margin score of the advanced emergency braking system. Based on the braking margin corresponding to the vehicle braking data of the advanced emergency braking system using different recognition schemes under different test scenarios, the scheme-level comprehensive margin score of the advanced emergency braking system is determined. The braking evaluation result is determined based on the comprehensive margin score, the scenario-level comprehensive margin score, and the scheme-level comprehensive margin score.

6. The method according to claim 1, characterized in that, Before acquiring vehicle braking data of different identification schemes of the advanced emergency braking system of the vehicle under test in the test scenario, the method further includes: The test scenario is determined, as well as the vehicle speed and vehicle load of the vehicle under test and the target object speed of the target object under test in the test scenario. The test scenario includes a vehicle versus stationary vehicle scenario, a vehicle versus moving vehicle scenario, a vehicle versus child pedestrian crossing scenario, and a vehicle versus adult bicycle crossing scenario. Different identification schemes for the advanced emergency braking system of the vehicle under test are determined.

7. The method according to claim 1, characterized in that, The acquisition of vehicle braking data for different recognition schemes of the advanced emergency braking system of the vehicle under test in the test scenario includes: Acquire test data of the vehicle under test in multiple test groups; The test data is preprocessed, and the mean value of the preprocessed test data is determined as the vehicle braking data.

8. A comprehensive margin evaluation device for advanced emergency braking systems based on regulatory constraints, characterized in that, include: The acquisition module is configured to acquire vehicle braking data of different identification schemes of the advanced emergency braking system of the vehicle under test in the test scenario, as well as the regulatory constraints corresponding to the vehicle under test. The determination module is configured to determine the braking evaluation index corresponding to the advanced emergency braking system; Based on the braking evaluation index and the regulatory constraints, determine the braking margin corresponding to the different identification schemes; The evaluation module is configured to determine the braking evaluation results of the different identification schemes based on the braking margin. The braking evaluation results include the regulatory boundary margins corresponding to the different identification schemes and the comprehensive ranking results of the different identification schemes.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 7.

10. An electronic device comprising a storage medium, a processor, and a computer program stored on the storage medium and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method of any one of claims 1 to 7.

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