CN110775034B - Control method of automatic brake auxiliary system, terminal equipment and storage medium - Google Patents

Control method of automatic brake auxiliary system, terminal equipment and storage medium Download PDF

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Publication number
CN110775034B
CN110775034B CN201911080946.2A CN201911080946A CN110775034B CN 110775034 B CN110775034 B CN 110775034B CN 201911080946 A CN201911080946 A CN 201911080946A CN 110775034 B CN110775034 B CN 110775034B
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vehicle
dangerous
deceleration
judging whether
auxiliary system
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CN110775034A (en
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苏亮
张国峰
严鉴
陈卫强
李理
欧敏辉
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Xiamen King Long United Automotive Industry Co Ltd
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Xiamen King Long United Automotive Industry Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for

Abstract

The invention relates to a control method of an automatic brake auxiliary system, a terminal device and a storage medium, wherein the method comprises the following steps: s1: collecting running information of vehicles in front of the vehicle and in the side of the vehicle, judging the road condition of the vehicle, and entering S3 when the road is a straight road, or entering S2 when the road is a straight road; s2: judging whether the vehicle has collision danger or not, if so, sending out a warning signal, and if not, ending; s3: extracting the vehicle which is most dangerous to the vehicle and marking as a dangerous vehicle; s4: judging whether the dangerous vehicle and the vehicle are in the same lane or the adjacent lane, judging whether an automatic braking auxiliary system needs to be started, and entering S5 when the automatic braking auxiliary system is started; otherwise, ending; s5: calculating the safe braking distance and the deceleration of the vehicle; s6: calculating relative collision time; s7: and controlling according to the magnitude relation between the relative collision time and the three time thresholds. The invention can implement tight braking when a driver handles improper situations under the condition of possible collision so as to avoid collision accidents.

Description

Control method of automatic brake auxiliary system, terminal equipment and storage medium
Technical Field
The invention relates to the field of automobile control, in particular to a control method of an automatic brake auxiliary system, terminal equipment and a storage medium.
Background
A conventional automatic brake assist system (AEB) operates with reference to a distance value from a control target vehicle measured by a sensor mounted on the vehicle. Thus, conventional AEB control methods are typically only directed to controlling a forward vehicle in front.
However, when a vehicle runs on a road, the working conditions are complex and varied, for example, a T-shaped intersection, a curve, a merging road, a crossroad and the like exist, and in most cases, the vehicles run under the working conditions. If the drivers of these vehicles do not carefully observe the intersection, both parties may have blind spots, such as a T-shaped intersection, and control with a conventional automatic brake assist system would be at risk of collision.
Disclosure of Invention
In order to solve the above problems, the present invention provides a control method of an automatic brake assist system, a terminal device, and a storage medium.
The specific scheme is as follows:
a control method of an automatic brake auxiliary system comprises the following steps:
s1: collecting running information of vehicles in front of and at the sides of the vehicle through a radar, judging the road condition of the vehicle according to the collected running information, and entering S3 when the road is a straight road, or entering S2 when the road is a straight road;
s2: judging whether the vehicle has collision danger according to the road condition and the running information of the front vehicle, if so, sending out a warning signal, otherwise, ending;
s3: extracting the vehicle which is most dangerous to the vehicle according to the running information of the front vehicle and the side vehicle and marking the vehicle as a dangerous vehicle;
s4: judging whether the dangerous vehicle and the vehicle are in the same lane or adjacent lane, judging whether the vehicle needs to start the automatic braking auxiliary system according to the judgment condition of the same lane or adjacent lane, and entering S5 when the automatic braking auxiliary system is started; otherwise, ending;
s5: calculating the safe braking distance and the deceleration of the vehicle according to the running information of the dangerous vehicle and the vehicle;
s6: calculating the relative collision time of the host vehicle and the dangerous vehicle according to the relative speed and the relative distance between the host vehicle and the dangerous vehicle;
s7: setting a quick brake time threshold T1, a slow brake time threshold T2 and a reminding time threshold T3, wherein T1 is less than T2 is less than T3, judging the size relation between the relative collision time T and the three time thresholds, and when T is less than T1, selecting a quick brake model to control the vehicle; when T1 is not more than T < T2, selecting a slow brake model to control the vehicle; when T2 is less than or equal to T < T3, judging whether the pedal opening of the vehicle is greater than a set pedal opening threshold value, if so, quitting the automatic brake auxiliary system, otherwise, sending a warning signal; and when the T3 is less than or equal to T, the automatic brake auxiliary system is quitted.
Further, when the road condition of the vehicle is a curve, whether the vehicle is in danger of collision is judged according to the difference value of the turning radius of the dangerous vehicle and the turning radius of the vehicle.
Further, when the road condition of the vehicle is the intersection, whether the vehicle is in a collision danger or not is judged according to the time difference value of the vehicle and the dangerous vehicle reaching the intersection.
Further, the calculation formula of the safe braking distance is as follows:
Figure BDA0002263922740000031
wherein S represents a safe braking distance of the vehicle; t is t1Representing driver reaction time; t is t2And t3Are all expressed as the action time of the electronic body stabilizing system; a ismaxRepresents the maximum deceleration of the host vehicle; vselfIndicating the current vehicle speed of the host vehicle.
Further, the calculation formula of the deceleration of the host vehicle is:
Figure BDA0002263922740000032
where a represents the deceleration of the host vehicle, VselfRepresenting a current vehicle speed of the host vehicle; d represents the straight-line distance between the vehicle and the dangerous vehicle; theta represents the angle between the center line of the dangerous vehicle and the center line of the host vehicle.
Further, the calculation formula of the relative collision time T between the host vehicle and the dangerous vehicle is as follows:
Figure BDA0002263922740000033
wherein S isvelShows a host vehicle andrelative distance of dangerous vehicles, VvelThe relative speed of the host vehicle and the dangerous vehicle is shown.
Further, the control process of the emergency brake model comprises the following steps:
s711: judging whether the acceleration of the vehicle is greater than the maximum acceleration of the vehicle, and if so, entering S712; otherwise, go to S713;
s712: setting the deceleration of the host vehicle equal to the maximum deceleration;
s713: calculating the brake pressure according to the deceleration, and then calculating the pedal opening according to the brake pressure;
s714: controlling the pedal according to the calculated pedal opening;
s715: judging whether the relative distance between the vehicle and the dangerous vehicle is greater than the safe braking distance of the vehicle, and if so, quitting the automatic braking auxiliary system; otherwise, return to S712.
Further, the control process of the slow brake model comprises the following steps:
s721: judging whether the acceleration of the vehicle is greater than the set slow braking acceleration or not, and if so, entering S722; otherwise, go to S723;
s722: setting the deceleration of the host vehicle equal to the maximum deceleration;
s723: calculating the brake pressure according to the deceleration, and then calculating the pedal opening according to the brake pressure;
s724: controlling the pedal according to the calculated pedal opening;
s725: judging whether the relative distance between the vehicle and the dangerous vehicle is greater than the safe braking distance of the vehicle, and if so, quitting the automatic braking auxiliary system; otherwise, return to S722.
A computer-readable storage medium, in which a computer program is stored, which, when being executed by a processor, carries out the steps of the method according to an embodiment of the invention as described above.
By adopting the technical scheme, the emergency braking can be implemented when the driver is not properly treated under the condition of possible collision, so that collision accidents are avoided or the damage degree is reduced, the problems that the driving technology of the driver is not familiar and the like are solved, and the safety and the convenience of the driver are improved.
Drawings
Fig. 1 is a flowchart illustrating a first embodiment of the present invention.
Detailed Description
To further illustrate the various embodiments, the invention provides the accompanying drawings. The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the embodiments. Those skilled in the art will appreciate still other possible embodiments and advantages of the present invention with reference to these figures.
The invention will now be further described with reference to the accompanying drawings and detailed description.
The first embodiment is as follows:
an embodiment of the present invention provides a control method for an automatic braking assistance system, as shown in fig. 1, which is a flowchart of the control method for the automatic braking assistance system according to the embodiment of the present invention, and the method includes the following steps:
s1: the running information of the vehicles in front of and at the side of the vehicle is collected by radar (in the embodiment, millimeter wave radar is taken as an example for explanation), the condition of the road where the vehicle is located is judged according to the collected running information, and when the road is a straight road, the operation goes to S3, otherwise, the operation goes to S2.
The operational information includes, but is not limited to, the relative position, relative angle, relative speed, and relative deceleration of the vehicle and the host vehicle.
The road condition can include multiple types, the judgment can be carried out by adopting a common method, the judgment is not limited, the non-straight road information in the embodiment is described by a T-shaped intersection and a curve, and if the relative angle of a vehicle in front is continuous and changes towards one direction, the road condition is the curve with a high probability; if the relative angle between the front vehicle and the host vehicle is continuously larger than a certain threshold value (for example, 45 degrees), the road condition is more likely to be a T-shaped intersection.
S2: and judging whether the vehicle has collision danger or not according to the road condition and the running information of the front vehicle, if so, sending out a warning signal, and if not, ending.
The alarm signal may be a light warning signal or an audio warning signal, which is not limited herein.
(1) When the road condition of the vehicle is a curve, judging that the vehicle is in the curve
Figure BDA0002263922740000051
Whether the collision is established or not is judged, and if the collision is established, collision danger is indicated; otherwise, no collision risk is indicated.
Wherein R is1Indicating the turning radius of the vehicle, R2Indicating the turning radius of the dangerous vehicle and Length indicating the lane width.
Figure BDA0002263922740000061
Figure BDA0002263922740000062
Wherein D represents the distance between the dangerous vehicle and the host vehicle, and V1Represents the speed of the host vehicle, theta represents the horizontal azimuth angle of the dangerous vehicle, and Yaw _ rate represents the rate of change of the angular speed of the host vehicle.
(2) When the road condition of the vehicle is the intersection, judging the time difference T between the vehicle and the dangerous vehicle when the vehicle arrives at the intersectionflagWhether the time difference is smaller than a time difference threshold value or not, if so, indicating that the collision danger exists; otherwise, no collision risk is indicated.
In this embodiment, assuming that the host vehicle travels in the X-axis direction, the time difference TflagThe calculation process of (2) is as follows:
XSelf＝-VSelf*t
YSelf＝0
Xtgt1＝D1*cosθ1
Ytgt1＝D1*sinθ1
Xtgt2＝D2*cosθ2+XSelf
Ytgt2＝D2*sinθ2
Vtgt2＝Vtgt1*cosθ1
assuming that the motion trail of the dangerous vehicle is a first-order linear equation, the equation is as follows:
(y-Ytgt2)/(x-Xtgt2)＝(y-Ytgt1)/(x-Xtgt1)
when y is equal to 0, namely the dangerous vehicle enters the lane where the vehicle is located, the following can be obtained:
x0＝(Ytgt1*Xtgt2-Ytgt2*Xtgt1)/Ytgt1-Ytgt2
when the vehicle and the dangerous vehicle arrive at the junction (x) at the same time0，y0) The vehicle needs to be braked.
TSelf＝x0/VSelf
Ttgt＝(x0-Xtgt2)/Vtgt2
Tflag＝TSelf-Ttgt
Wherein (x, y) represents coordinates of a traveling position of the dangerous vehicle, (x)0,y0) Coordinates representing the intersection, t represents the sampling time, D1Represents the distance, theta, between the dangerous vehicle and the host vehicle at the previous sampling1Represents the angle between the dangerous vehicle and the vehicle center line of the vehicle in the previous sampling, D2Represents the distance between the dangerous vehicle and the vehicle at the time of the next sampling, theta2Represents the included angle X between the dangerous vehicle and the vehicle center line of the vehicle at the time of the next samplingSelf、YSelfRespectively showing the traveling distances of the vehicle in the X direction and the Y direction, VSelfIndicating the speed at which the vehicle is travelling, TSelfIndicates the time T of the vehicle arriving at the junctiontgtIndicating the time, X, at which the dangerous vehicle reaches the junctiontgt1、Ytgt1Respectively representing the position coordinates, X, of the dangerous vehicle relative to the host vehicle at the time of the previous samplingtgt2、Ytgt2Respectively representing the relative position of the dangerous vehicle to the dangerous vehicle at the time of the next samplingPosition coordinates of the vehicle, Vtgt1、Vtgt2The vehicle speeds of the dangerous vehicle in the X-axis direction with respect to the host vehicle at the time of the previous sampling and the next sampling are respectively indicated.
S3: and extracting the vehicle which is most dangerous to the vehicle according to the running information of the front vehicle and the side vehicle and marking the vehicle as a dangerous vehicle.
The operating information of the vehicle includes, but is not limited to, the current speed and the maximum deceleration of the vehicle.
S4: judging whether the dangerous vehicle and the vehicle are in the same lane or adjacent lane, judging whether the vehicle needs to start an automatic braking auxiliary system (AEB) according to the judging condition of the same lane or the adjacent lane, and entering S5 when the automatic braking auxiliary system is started; otherwise, ending.
The same track and adjacent track determination may also be implemented by those skilled in the art using the existing determination method, which is not limited herein, for example, the following determination method is implemented in this embodiment:
on the same way: when the host vehicle runs in the center of the lane, if D, sin and theta are less than Length/2, the dangerous vehicle and the host vehicle are judged to be in the same lane, wherein the Length represents the width of the lane (generally 3.5 meters), theta represents an included angle between the center line of the dangerous vehicle and the center line of the host vehicle, and D is the straight-line distance between the host vehicle and the dangerous vehicle.
Adjacent lane: when the vehicle runs in the center of the lane, if D, sin theta and B/2 are greater than the Length/2, the vehicle with the danger mark is judged to follow the adjacent lane of the vehicle. Where B represents the vehicle width of the host vehicle.
The specific determination process of step S4 for whether the automatic braking assistance system needs to be activated for the same track and the adjacent track in this embodiment is as follows:
on the same way:
s411: judging whether the distance between the dangerous vehicle and the vehicle is greater than the minimum safety distance of the vehicle, if so, entering S412; otherwise, it is determined that the automatic braking assistance system needs to be started.
S412: judging whether a collision risk exists (such as whether the transverse distance between the two vehicles in the embodiment is less than 0.5 meter), and if so, judging that an automatic braking auxiliary system needs to be started; otherwise, judging that the automatic braking auxiliary system does not need to be started, and ending.
Adjacent lane: judging whether the distance between the dangerous vehicle and the vehicle is continuously reduced or not, and if so, judging that an automatic braking auxiliary system needs to be started; otherwise, judging that the automatic braking auxiliary system does not need to be started, and ending.
S5: the safe braking distance (minimum braking distance at which no collision occurs) of the host vehicle and the deceleration of the host vehicle are calculated from the running information of the dangerous vehicle and the host vehicle, respectively.
The safety braking distance may be set based on empirical data, such as: high-speed driving, namely when the speed is more than 100km/h, the safe distance is more than 100 meters; fast driving, namely when the speed is above 60km/h, the safe distance is equal to the speed in number; for example, the vehicle speed is 80km/h, and the safe vehicle distance is 80 meters; the vehicle is driven at a medium speed, namely when the vehicle speed is about 50km/h, the safe vehicle distance is not less than 50 meters; the vehicle runs at low speed, namely when the speed is below 40km/h, the safe distance is not less than 30 meters; the turtle-shaped vehicle runs at the speed, namely when the speed is below 20km/h, the safe distance is not less than 10 meters. Or according to a formula, in this embodiment for setting a specific calculation formula, i.e.
Figure BDA0002263922740000091
Wherein S represents a safe braking distance of the vehicle; t is t1Indicating a driver reaction time, which is an empirical value related to the operation action of the driver; t is t2And t3Are all expressed as the action time of an Electronic Stability Program (ESP) of the vehicle body, are related to the model of the vehicle and are fixed values; namely, it is
Figure BDA0002263922740000092
Is a constant; a ismaxA maximum deceleration indicating the vehicle speed, which is a fixed value and is related to the type of the vehicle; vselfIndicating the current speed, V, of the vehicleeThe final vehicle speed (generally 0) of the host vehicle is shown. Note that, since the unit of the vehicle speed is usually km/h, the time t1、t2And t3Is usually in the unit of s, and therefore requiresAnd (5) performing unit conversion, and converting km/h into m/s.
Since the braking capacities of different vehicles are different, the maximum deceleration that can be achieved is also different, and in actual operation, the corresponding maximum deceleration can be set according to different vehicle brands, models, and the likemaxIs set to-5 m/s2。
The calculation formula of the deceleration a of the host vehicle is:
Figure BDA0002263922740000093
wherein, V1Shows the speed of the vehicle after deceleration, and stops the vehicle after deceleration, so V is set1Set to 0; vselfRepresenting a current vehicle speed of the host vehicle; d represents the straight-line distance between the vehicle and the dangerous vehicle; theta represents the included angle between the center line of the dangerous vehicle and the center line of the vehicle.
S6: according to the relative speed V between the vehicle and the dangerous vehiclevelAnd a relative distance SvelThe relative collision time T is calculated, wherein,
Figure BDA0002263922740000094
wherein the relative velocity VvelAnd a relative distance SvelAll data collected by the millimeter wave radar.
S7: selecting an action decision of the vehicle according to the relative collision time T, specifically: setting a quick brake time threshold T1, a slow brake time threshold T2 and a reminding time threshold T3, wherein T1< T2< T3, and judging the size relation between the relative collision time T and the three time thresholds:
when T < T1, selecting an emergency brake model to control the vehicle;
when T1 is not more than T < T2, selecting a slow brake model to control the vehicle;
when T2 is less than or equal to T < T3, judging whether the pedal opening of the vehicle is greater than a set pedal opening threshold value, if so, quitting the automatic brake auxiliary system, otherwise, sending a warning signal;
and when the T3 is less than or equal to T, the automatic brake auxiliary system is quitted.
In this embodiment, the quick braking time threshold T1 is set to 0.8s, the slow braking time threshold T2 is set to 1.6s, and the reminder time threshold T3 is set to 2.7 s. The pedal opening threshold is set to 15%.
The function of setting the pedal opening threshold in this embodiment is to determine whether the driver has control to intervene in the vehicle, and when the driver intervenes, no warning is required.
(1) The control process of the emergency brake model comprises the following steps:
s711: judging whether the deceleration of the vehicle is larger than the maximum deceleration of the vehicle, and if so, entering S712; otherwise, go to S713;
s712: setting the deceleration of the host vehicle equal to the maximum deceleration;
s713: calculating the brake pressure according to the deceleration, and then calculating the pedal opening according to the brake pressure;
s714: controlling the pedal according to the calculated pedal opening;
s715: judging whether the relative distance between the vehicle and the dangerous vehicle is greater than the safe braking distance of the vehicle, and if so, quitting the automatic braking auxiliary system; otherwise, return to S712.
(2) The control process of the slow brake model comprises the following steps:
s721: judging whether the deceleration of the vehicle is larger than the set slow braking deceleration, and if so, entering S722; otherwise, go to S723;
s722: setting the deceleration of the host vehicle equal to the maximum deceleration;
s723: calculating the brake pressure according to the deceleration, and then calculating the pedal opening according to the brake pressure;
s724: controlling the pedal according to the calculated pedal opening;
s725: judging whether the relative distance between the vehicle and the dangerous vehicle is greater than the safe braking distance of the vehicle, and if so, quitting the automatic braking auxiliary system; otherwise, return to S722.
In the embodiment, aiming at the slow braking model, the safe braking distance of the vehicle is set to be a curve which continuously changes along with the vehicle speed, for example, when the vehicle speed is 40km/h, the minimum braking distance is not less than 10 meters; when the vehicle speed is 60km/h, the minimum braking distance is not less than 13 meters; when the vehicle speed is 80km/h, the minimum braking distance is not less than 20 meters; when the vehicle speed is 100km/h, the minimum braking distance is not less than 40 meters.
The embodiment of the invention can implement emergency braking when a driver is not properly treated under the condition of possible collision so as to avoid collision accidents or reduce the degree of damage, solves the problems of unskilled driving technology and the like of the driver, and improves the safety and convenience of the driver.
Example two:
the invention also provides an automatic brake auxiliary system control terminal device, which comprises a memory, a processor and a computer program which is stored in the memory and can run on the processor, wherein the processor executes the computer program to realize the steps of the method embodiment of the first embodiment of the invention.
Further, as an executable scheme, the control terminal device of the automatic braking auxiliary system may be a desktop computer, a notebook, a palm computer, a cloud server, or other computing devices. The control terminal device of the automatic brake auxiliary system can comprise, but is not limited to, a processor and a memory. It will be understood by those skilled in the art that the above-mentioned structure of the control terminal device of the automatic brake assist system is only an example of the control terminal device of the automatic brake assist system, and does not constitute a limitation of the control terminal device of the automatic brake assist system, and may include more or less components than the above-mentioned structure, or may combine some components, or may be different components, for example, the control terminal device of the automatic brake assist system may further include an input/output device, a network access device, a bus, etc., which is not limited by the embodiment of the present invention.
Further, as an executable solution, the Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, a discrete Gate or transistor logic device, a discrete hardware component, and the like. The general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc., and the processor is a control center of the automatic brake assist system control terminal device and connects various parts of the entire automatic brake assist system control terminal device by using various interfaces and lines.
The memory may be configured to store the computer program and/or the module, and the processor may implement various functions of the automatic brake assist system control terminal device by executing or executing the computer program and/or the module stored in the memory and calling data stored in the memory. The memory can mainly comprise a program storage area and a data storage area, wherein the program storage area can store an operating system and an application program required by at least one function; the storage data area may store data created according to the use of the mobile phone, and the like. In addition, the memory may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.
The invention also provides a computer-readable storage medium, in which a computer program is stored, which, when being executed by a processor, carries out the steps of the above-mentioned method of an embodiment of the invention.
The integrated module/unit of the control terminal device of the automatic brake assist system may be stored in a computer readable storage medium if it is implemented in the form of a software functional unit and sold or used as an independent product. Based on such understanding, all or part of the flow of the method according to the embodiments of the present invention may also be implemented by a computer program, which may be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method embodiments may be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM ), Random Access Memory (RAM), software distribution medium, and the like.
While the invention has been particularly shown and described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (8)

1. A control method of an automatic brake auxiliary system is characterized by comprising the following steps:
s1: collecting running information of vehicles in front of and at the sides of the vehicle through a radar, judging the road condition of the vehicle according to the collected running information, and entering S3 when the road is a straight road, or entering S2 when the road is a straight road;
s2: judging whether the vehicle has collision danger according to the road condition and the running information of the front vehicle, if so, sending out a warning signal, otherwise, ending;
s3: extracting the vehicle which is most dangerous to the vehicle according to the running information of the front vehicle and the side vehicle and marking the vehicle as a dangerous vehicle;
s4: judging whether the dangerous vehicle and the vehicle are in the same lane or adjacent lane, judging whether the vehicle needs to start the automatic braking auxiliary system according to the judgment condition of the same lane or adjacent lane, and entering S5 when the automatic braking auxiliary system is started; otherwise, ending;
s5: calculating the safe braking distance and the deceleration of the vehicle according to the running information of the dangerous vehicle and the vehicle;
s6: calculating the relative collision time of the host vehicle and the dangerous vehicle according to the relative speed and the relative distance between the host vehicle and the dangerous vehicle;
s7: setting a quick brake time threshold T1, a slow brake time threshold T2 and a reminding time threshold T3, wherein T1 is less than T2 is less than T3, judging the size relation between the relative collision time T and the three time thresholds, and when T is less than T1, selecting a quick brake model to control the vehicle; when T1 is not more than T < T2, selecting a slow brake model to control the vehicle; when T2 is less than or equal to T < T3, judging whether the pedal opening of the vehicle is greater than a set pedal opening threshold value, if so, quitting the automatic brake auxiliary system, otherwise, sending a warning signal; when T3 is less than or equal to T, the automatic brake auxiliary system is quitted;
the control process of the emergency brake model comprises the following steps:
s711: judging whether the deceleration of the vehicle is larger than the maximum deceleration of the vehicle, and if so, entering S712; otherwise, go to S713;
s712: setting the deceleration of the host vehicle equal to the maximum deceleration;
s713: calculating the brake pressure according to the deceleration, and then calculating the pedal opening according to the brake pressure;
s714: controlling the pedal according to the calculated pedal opening;
s715: judging whether the relative distance between the vehicle and the dangerous vehicle is greater than the safe braking distance of the vehicle, and if so, quitting the automatic braking auxiliary system; otherwise, returning to S712;
the control process of the slow brake model comprises the following steps:
s721: judging whether the deceleration of the vehicle is larger than the set slow braking deceleration, and if so, entering S722; otherwise, go to S723;
s722: setting the deceleration of the host vehicle equal to the maximum deceleration;
s723: calculating the brake pressure according to the deceleration, and then calculating the pedal opening according to the brake pressure;
s724: controlling the pedal according to the calculated pedal opening;
s725: judging whether the relative distance between the vehicle and the dangerous vehicle is greater than the safe braking distance of the vehicle, and if so, quitting the automatic braking auxiliary system; otherwise, return to S722.
2. The automatic brake assist system control method according to claim 1, characterized in that: and when the road condition of the vehicle is a curve, judging whether the vehicle has a collision risk according to the difference value of the turning radius of the dangerous vehicle and the turning radius of the vehicle.
3. The automatic brake assist system control method according to claim 1, characterized in that: and when the road condition of the vehicle is the intersection, judging whether the vehicle has collision danger or not according to the time difference value of the vehicle and the dangerous vehicle reaching the intersection.
4. The automatic brake assist system control method according to claim 1, characterized in that: the calculation formula of the safe braking distance is as follows:
Figure FDA0003191780230000031
wherein S represents a safe braking distance of the vehicle; t is t1Representing driver reaction time; t is t2And t3Are all expressed as the action time of the electronic body stabilizing system; a ismaxRepresents the maximum deceleration of the host vehicle; vselfIndicating the current vehicle speed of the host vehicle.
5. The automatic brake assist system control method according to claim 1, characterized in that: the calculation formula of the deceleration of the host vehicle is:
Figure FDA0003191780230000032
wherein a represents the vehicleDeceleration of (V)selfRepresenting a current vehicle speed of the host vehicle; d represents the straight-line distance between the vehicle and the dangerous vehicle; theta represents the angle between the center line of the dangerous vehicle and the center line of the host vehicle.
6. The automatic brake assist system control method according to claim 1, characterized in that: the calculation formula of the relative collision time T between the vehicle and the dangerous vehicle is as follows:
Figure FDA0003191780230000033
wherein S isvelIndicates the relative distance, V, between the vehicle and the dangerous vehiclevelThe relative speed of the host vehicle and the dangerous vehicle is shown.
7. The utility model provides an automatic brake auxiliary system control terminal equipment which characterized in that: comprising a processor, a memory and a computer program stored in the memory and running on the processor, the processor implementing the steps of the method according to any one of claims 1 to 6 when executing the computer program.
8. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 6.
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