CN111537236B - Traffic jam auxiliary system testing method - Google Patents
Traffic jam auxiliary system testing method Download PDFInfo
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- CN111537236B CN111537236B CN202010331720.1A CN202010331720A CN111537236B CN 111537236 B CN111537236 B CN 111537236B CN 202010331720 A CN202010331720 A CN 202010331720A CN 111537236 B CN111537236 B CN 111537236B
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Abstract
The invention discloses a test method of a traffic jam auxiliary system, which gives a test working condition definition and a test flow of the traffic jam auxiliary system in detail, wherein the test working condition considers the test evaluation of the longitudinal performance of the traffic jam auxiliary system and the evaluation of the transverse performance of the traffic jam auxiliary system; according to the proposed 12-type test working condition, 78 test cases are generated in a parameter combination mode, and comprehensive performance tests can be performed on various traffic scenes which may be faced by a traffic jam auxiliary system; the evaluation index is selected and the recommended limit range is given, so that the control performance deficiency of the traffic jam assistance system can be found conveniently during testing, reference is provided for the improvement work of the subsequent algorithm, and the method has important significance for guiding the research and development of the traffic jam assistance system and the test evaluation on the market.
Description
Technical Field
The invention relates to the field of intelligent automobile test verification, in particular to a traffic jam auxiliary system test method.
Background
The traffic jam auxiliary system (TJA) integrates the functions of a start-stop self-adaptive cruise system (ACC) and a lane keeping auxiliary system (LKA), monitors the driving environment of the front lane and the adjacent lane in real time when a vehicle passes through a traffic jam road section at a low speed, automatically controls the vehicle transversely and longitudinally after being confirmed by a driver, greatly reduces the operation of the driver on an accelerator pedal/brake pedal and a steering wheel, and is an intelligent driving auxiliary system for each large-scale automobile enterprise to load vehicles. The traffic jam assisting system relates to various driving modes of an automobile, including start-stop, idling, acceleration, cruising, deceleration and the like, and the control performance of the traffic jam assisting system not only determines the safety of the automobile during driving, but also influences the driving comfort of the automobile. Therefore, in order to improve the market competitiveness of vehicle types equipped with the traffic jam assistance system and the acceptance degree of drivers and passengers on the system, it is important to perform sufficient test verification on the traffic jam assistance system.
TJA is a novel high-grade driving auxiliary system started to be released in 2013, only a few high-end vehicle models are provided with the system at present, but in order to obtain greater leading rights in the ADAS market, all large whole vehicle factories and part manufacturers release the TJA system to the utmost extent, and the TJA has a wide market application prospect. The TJA is not strictly released from the market, however, the test standards aiming at ISO, NHTSA and Chinese national standard of the TJA system are not released at present, the whole factory of the product-grade TJA system is already released, and the working condition and the method flow for testing the TJA system are used as internal secrets of an enterprise and are not distributed to the public.
The published literature data mainly carries out simple tests on the functions of TJA, and detailed definitions are rarely carried out on the test working conditions and the evaluation system of TJA. According to the paper of Transition of control in a partially automated vehicle, such as Ebru Dogan and the like, the monitoring requirement of a driver on the external environment is reduced for automatic driving, unexpected consequences can be brought to the vehicle re-taking over by the driver, a traffic jam scene section is generated by using a driving simulator, and the taking over performance of the driver on a TJA system is tested; a Vehicle-In-Environment Simulation platform is built In a paper "Vehicle-In-the-Loop Test Environment for automatic Driving with Microcopic Traffic Simulation" by means of Budapest technology and Tamas Tettamanti and the like, which are university of economy, real Environment data are collected, the control effect of the TJA for the emergency braking of a front Vehicle along the longitudinal direction of the front Vehicle is tested In a virtual Environment, and the control effect of the TJA algorithm and the effectiveness of a VIL platform are verified.
Disclosure of Invention
The invention provides a method for testing TJA, which gives the definition and the testing process of the testing working condition of a traffic congestion auxiliary system and the recommended evaluation index in detail, and has important significance for guiding the research and development of the traffic congestion auxiliary system and the marketing testing evaluation.
The purpose of the invention is realized by the following technical scheme:
a traffic jam auxiliary system testing method comprises the following steps:
step one, defining a test condition of a traffic jam auxiliary system: defining a test working condition capable of evaluating the performance of the traffic jam auxiliary system from the two aspects of evaluating the longitudinal performance and the transverse performance;
test conditions for evaluating longitudinal performance include: the method comprises the following steps of (1) a low-speed start-stop working condition of a front vehicle, an emergency braking working condition of the front vehicle, a cut-out working condition of the front vehicle, a cut-in working condition of the front vehicle braking and a free braking working condition of the front vehicle;
the test conditions for evaluating the transverse performance include: the method comprises the following steps that a front lane is merged into a working condition, a front lane is shunted, a front lane is narrowed, a front lane is widened, a front vehicle shields a lane line, a front vehicle lane is partially missing, and a straight road enters a bend;
step two, carrying out specific parameter setting combination on various testing working conditions defined in the step one respectively;
step three, selecting TJA evaluation indexes and recommended limit value ranges of the evaluation indexes after the definition and the specific parameter setting of the test working condition are finished;
and step four, enabling the main vehicle controlled by the TJA to sequentially complete all the test cases of the various working conditions, collecting the evaluation index data of each specific test case, and evaluating the TJA performance by combining the recommended limit range of the evaluation index.
Further, in the second step, each of the test conditions is subjected to specific parameter setting combination, including:
the low-speed start-stop working condition of the front vehicle is as follows: the main vehicle follows the front vehicle and runs at a constant speed v1, the TJA of the main vehicle sets a cruising speed v2 higher than a stable speed v1, the front vehicle decelerates to stop at an acceleration a1, the front vehicle accelerates to v1 at an acceleration a2 after stopping for 1s, the main vehicle follows the front vehicle and accelerates to a constant speed running state, and the performance of the main vehicle at a low speed following target vehicle is considered in the TJA control at the moment;
the emergency braking working condition of the front vehicle is as follows: the TJA controls the main vehicle to follow the front vehicle to run at a constant speed v1, the TJA sets the cruising speed v2 to be higher than the speed v1 of the front vehicle, the front vehicle is emergently braked to stop at a certain acceleration a1 when meeting an emergency, and the TJA controls the braking of the main vehicle to avoid the collision performance at the moment;
the front vehicle is switched out to work conditions: TJA controls the main vehicle to follow the front vehicle to run at a constant speed v1, the TJA sets the cruising speed v2 to be higher than the speed v1 of the front vehicle, the front vehicle is cut out of a main vehicle lane at a certain moment, a static vehicle suddenly appears in front of the main vehicle, and the TJA controls the braking of the main vehicle to avoid the collision performance at the moment;
the front vehicle brake cut-in working condition is as follows: the TJA controls the host vehicle to follow the vehicle on the same lane to run at a constant speed at a vehicle speed v1, the vehicle on the adjacent lane cuts into the front of the host vehicle at a speed v1, the deceleration of the vehicle on the adjacent lane is a1 in the lane changing and cutting-in process, the vehicle is continuously braked to stop at an acceleration a2 after cutting into the host vehicle lane, and the TJA controls the braking of the host vehicle to avoid collision at the moment;
the free braking condition is as follows: when the TJA cruising at the set cruising speed v1 at the constant speed, a distant stationary vehicle is detected, and the TJA controls the main vehicle to brake to stop, and the performance of the main vehicle is controlled by considering the TJA at the moment.
Further, in the second step, the specific parameter setting combination is performed on each type of test condition, and the method further includes:
the front lane is merged into the working condition: the TJA controls the main vehicle to set the cruising speed v1 to run at a constant speed on a double-lane road section, and then enters single-lane running at the speed v1, and the performance of keeping the center of a lane of the main vehicle running is controlled by considering the TJA at the time;
the front lane diversion working condition is as follows: the TJA controls the main vehicle to set a cruising speed v1 to run at a constant speed on a single-lane road section, and then enters into double-lane running at a speed v1, and the performance of keeping the center of a lane of the main vehicle running is considered when the TJA controls the main vehicle;
the front lane narrowing working condition is as follows: the TJA controls the main vehicle to set a cruising speed v1 to run at a uniform speed on a standard width single lane section, and then enters into narrower single lane running at a speed v1, and the TJA controls the performance of keeping the central running of a lane of the main vehicle at the moment;
the working condition that the front lane is widened is as follows: the TJA controls the main vehicle to set a cruising speed v1 to run at a uniform speed on a standard width single-lane road section, and then enters into wide bidirectional single-lane running at a speed v1, and the performance of the TJA controlling the main vehicle to keep running in the center of a lane is considered;
the working condition that the front vehicle shields the lane line is as follows: the TJA controls the main vehicle to set a cruising speed v1 to run at a uniform speed on a standard wide single-lane road section, then passes through a road section with a static vehicle in front to block a lane line at a speed v1, and the performance of keeping the center of the lane running of the main vehicle is considered when the TJA controls the main vehicle;
the front lane line part is absent: the TJA controls the main vehicle to set a cruising speed v1 to run at a uniform speed on a standard wide single-lane road section, a one-side lane line is lost on a front road section, and the performance of controlling the main vehicle to enter the center of a keeping lane lacking the one-side lane line section to run is considered;
the working condition that the straight road drives into the bend is as follows: the TJA controls the host vehicle to travel at a constant speed on a straight road at a set cruising speed v1, and then enter a curve with a radius R at a speed v1, taking into account the performance of the host vehicle to keep driving in the center of the lane at this time.
Further, in the third step, the TJA evaluation index includes a longitudinal performance index and a transverse performance index; selecting three indexes of following distance, longitudinal acceleration and longitudinal acceleration change rate as longitudinal performance indexes; the transverse performance index adopts two indexes of the distance of the central line of the offset lane and the lateral acceleration.
The invention has the following beneficial effects:
the invention provides a test method of a traffic jam auxiliary system, which gives a test working condition definition and a test flow of TJA, wherein the test working condition considers the test evaluation of longitudinal performance and the evaluation of transverse performance of the TJA system; the proposed 12-class test working conditions generate 78 test cases in a parameter combination mode, and can carry out comprehensive performance test on various traffic scenes which may be faced by a TJA system; the evaluation indexes are selected and recommended limit value ranges are given, so that the control performance deficiency of the TJA system can be found conveniently during testing, reference is provided for the improvement work of the subsequent algorithm, and the method has important significance for guiding the research and development of the TJA system and the test evaluation on the market.
Drawings
FIG. 1 is a schematic view of a low-speed start-stop of a front vehicle;
FIG. 2 is a schematic view of a front vehicle emergency brake;
FIG. 3 is a front cut-out view;
FIG. 4 is a schematic diagram of a front brake cut-in;
FIG. 5 is a schematic illustration of free braking;
FIG. 6 is a front lane merge schematic;
FIG. 7 is a schematic view of a forward lane diversion;
FIG. 8 is a schematic view of a front lane narrowing;
FIG. 9 is a schematic view of the widening of the front lane;
FIG. 10 is a schematic view of a front vehicle blocking a lane line;
FIG. 11 is a schematic view of a front lane line partially missing;
FIG. 12 is a schematic view of a straight driving into a curve;
FIG. 13(a) is an acceleration recommended limit;
FIG. 13(b) is an acceleration rate recommendation limit;
FIG. 14 is an overall flow chart of the present invention.
Detailed Description
The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and examples. The default lane width is 3.5m for the single lane described below in the present invention, when not specifically described.
Referring to fig. 14, a method for testing a traffic congestion assistance system is characterized by fully considering various traffic scenarios that TJA may encounter, and then defining a test condition capable of evaluating performance of TJA.
Step one, defining a test condition of a traffic jam auxiliary system: fully considering various traffic scenes possibly encountered by TJA from the aspects of longitudinal performance and transverse performance, and then defining a test working condition capable of evaluating the TJA performance.
The test working conditions for evaluating the longitudinal performance are divided into 5 working conditions of low-speed start-stop of the front vehicle, emergency braking of the front vehicle, cutting-out of the front vehicle, braking cut-in of the front vehicle and free braking; the test working conditions for evaluating the transverse performance are 7 types of working conditions that a front lane is merged, the front lane is divided, the front lane is narrowed, the front lane is widened, a front vehicle shields a lane line, the front vehicle lane line is partially lost, and a straight road enters a bend.
Step two, respectively carrying out specific parameter setting combination on various testing working conditions defined in the step one:
the low-speed start-stop working condition of the front vehicle is as follows: the target vehicle is used as a front vehicle, the main vehicle and the target vehicle are on the central line of the same lane, the main vehicle and the target vehicle run at a constant speed v1, the TJA of the main vehicle sets that the cruising speed v2 is properly higher than the stable speed v1, the target vehicle decelerates to stop at an accelerated speed a1, the target vehicle accelerates to a vehicle speed v1 at an accelerated speed a2 after stopping (standing) for 1s, the main vehicle and the target vehicle start and accelerate to a constant-speed stable running state, and the TJA controls the performance of the main vehicle at a low speed to follow the target vehicle.
The emergency braking working condition of the front vehicle is as follows: the main vehicle, the target vehicle 1 and the target vehicle 2 are on the central line of the same lane, the target vehicle 1 is used as a front vehicle, TJA controls the main vehicle to follow the target vehicle 1 to run at a constant speed v1, wherein the set cruising speed v2 of the TJA is properly higher than the vehicle speed v1 of the target vehicle 1, the target vehicle 1 is emergently braked to stop at a certain acceleration a1 when the distance d2 from the target vehicle 2 is met, and the performance of braking the main vehicle to avoid collision is controlled by considering the TJA at the moment.
The front vehicle is switched out to work conditions: the target vehicle 1 is used as a front vehicle, the target vehicle 2 is used as a front vehicle of the target vehicle 1, the main vehicle, the target vehicle 1 and the target vehicle 2 are on the central line of the same lane, and the TJA controls the main vehicle to follow the target vehicle 1 to run at a constant speed v1, wherein the set cruising speed v2 of the TJA is properly higher than the vehicle speed v1 of the target vehicle 1, the target vehicle 1 is cut out of the main vehicle lane at a certain moment, a static vehicle, namely the target vehicle 2, appears suddenly in front of the main vehicle, and the TJA controls the main vehicle to brake to avoid collision at the moment.
The front vehicle brake cut-in working condition is as follows: the target vehicle 2 is used as a front vehicle, the main vehicle and the target vehicle 2 are on the central line of the same lane, TJA controls the main vehicle to run at a constant speed along with the target vehicle 2 in the same lane at a vehicle speed v1, the target vehicle 1 in an adjacent lane cuts into the front of the main vehicle at a speed v1, the deceleration of the target vehicle 1 in the adjacent lane during the lane changing and cutting process is a1, the target vehicle is continuously braked to stop at an acceleration a2 after cutting into the main vehicle lane, and the performance of braking the main vehicle to avoid collision is considered at the moment.
The free braking condition is as follows: when the target vehicle is used as a front vehicle, the main vehicle and the target vehicle are on the central line of the same lane, and TJA cruising at a constant speed at a set cruising speed v1, the target vehicle of a stationary vehicle at a far distance is detected, the TJA controls the main vehicle to brake to stop, and the performance of the main vehicle is controlled by considering the TJA.
The front lane is merged into the working condition: the host vehicle is initially on the lane center line, TJA controls the host vehicle to set the cruising speed v1 to travel at a constant speed on a two-lane section, and then enters one-lane travel at a speed v1, taking into account the performance of the host vehicle to keep the center of the lane travel at this time.
The front lane diversion working condition is as follows: the host vehicle is initially on the lane center line, TJA controls the host vehicle to set the cruising speed v1 to travel at a uniform speed on a single-lane section, and then enters two-lane travel at a speed v1, taking into account the performance of the host vehicle to keep the center of the lane travel at this time.
The front lane narrowing working condition is as follows: the host vehicle is initially on the lane center line, and TJA controls the host vehicle to set the cruising speed v1 to run at a constant speed on a standard-width single-lane section, and then enters into narrower single-lane running at a speed v1, taking into account the performance of TJA controlling the host vehicle to keep running in the center of the lane at this time.
The working condition that the front lane is widened is as follows: the host vehicle is initially on the lane center line, TJA controls the host vehicle to set the cruising speed v1 to travel at a uniform speed on a standard-width single-lane section, and then enters into a wide two-way single-lane travel at a speed v1, taking into account the performance of the host vehicle to keep the lane center travel at this time.
The working condition that the front vehicle shields the lane line is as follows: the main vehicle is initially on a lane central line, the target vehicle is on the edge of an adjacent lane and shields part of lane lines, TJA controls the main vehicle to set the cruising speed v1 to run at a constant speed on a standard wide single-lane road section, and then passes through a road section with a static vehicle at the front to shield the lane lines at the speed v1, and the performance of keeping the lane center running of the main vehicle at the time is considered.
The front lane line part is absent: when the main vehicle is on the central line of the lane initially, the TJA controls the main vehicle to set the cruising speed v1 to run at a constant speed on a standard wide single-lane road section, a one-side lane line is lost on a front road section, and the performance that the TJA controls the main vehicle to run into the center of a keeping lane lacking a one-side lane line section is considered.
The working condition that the straight road drives into the bend is as follows: the host vehicle is initially on the center line of a straight lane, TJA controls the host vehicle to set a cruising vehicle speed v1 to run at a constant speed on the straight lane, and then enters a curve with a radius R at a speed v1, taking into account the performance of TJA controlling the host vehicle to keep running in the center of the lane at this time.
In the 12 types of test working conditions, each test working condition is combined by setting different parameter values such as speed v1, speed v2, acceleration a1, acceleration a2, curve radius R and the like, and 78 test cases are formed.
And step three, selecting the TJA evaluation index and the recommended limit range of each evaluation index after the definition of the test working condition and the specific parameter setting are finished.
The TJA evaluation index is divided into a longitudinal performance index and a transverse performance index, wherein the longitudinal performance index selects three indexes of a following distance, a longitudinal acceleration and a longitudinal acceleration change rate, and the transverse performance index adopts two indexes of an offset lane center line distance and a lateral acceleration.
The recommended limit range of the evaluation index is selected according to experience cognition and automobile performance characteristics, and the recommended limit range example provided by the invention is described in a specific implementation mode.
And fourthly, enabling the main vehicle controlled by the TJA to sequentially complete all the test cases of the various working conditions, collecting the evaluation index data of each specific test case, analyzing and finding out unqualified index data by combining the recommended limit range of the evaluation index, and facilitating later improvement so as to finish the TJA test evaluation.
Examples
A test method for a traffic jam auxiliary system comprises 5 test working conditions of low-speed start-stop of a front vehicle, emergency braking of the front vehicle, switching-out of the front vehicle, braking-in of the front vehicle and free braking.
Referring to fig. 1, under the low-speed start-stop working condition of the preceding vehicle, the target vehicle is used as the preceding vehicle, the main vehicle and the target vehicle are on the central line of the same lane, the main vehicle firstly follows the target vehicle to run at a constant speed v1, the target vehicle is braked to stop at an acceleration a1, the target vehicle continues to accelerate to a vehicle speed v1 at an acceleration a2 after being stationary for 1s, the main vehicle follows the target vehicle to start and reach a constant-speed stable running state, the main vehicle TJA sets a cruising vehicle speed v2 to be higher than a stable vehicle speed v1 properly, and the distance d for the main vehicle to run in a stable state following the target vehicle is determined by the default following distance of the.
Referring to table 2, under the low-speed start-stop condition of the front vehicle, the acceleration a1 takes two values of 0.1g and 0.2g, the acceleration a2 takes two values of 0.1g and 0.2g, the stable vehicle speed v1 takes three values of 10, 20 and 30km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and a1, a2 and v1 are combined as variables to obtain the following characteristics: 2 × 2 × 3 ═ 12 test cases.
TABLE 1 Combined variables of low-speed start-stop test cases of front vehicle
Referring to fig. 2, in the emergency braking condition of the preceding vehicle, the main vehicle, the target vehicle 1 and the target vehicle 2 are on the central line of the same lane, the target vehicle 1 is used as the preceding vehicle, and the TJA controls the main vehicle to follow the target vehicle 1 to run at a constant speed v1, wherein the set cruising speed v2 of the TJA is properly higher than the vehicle speed v1 of the target vehicle 1, and the stable distance d1 between the main vehicle and the target vehicle 1 is determined by the algorithm default following distance. The target vehicle 1 is suddenly braked to a stop at a certain acceleration a1 at a distance d2 (60 m) from the target vehicle 2, thereby avoiding a collision with the target vehicle 2.
Referring to table 2, under the emergency braking condition of the preceding vehicle, the acceleration a1 takes two values of 0.3g and 0.6g, the stable vehicle speed v1 takes three values of 40, 50 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and a1 and v1 are taken as variables to be combined to obtain: 2 × 3 ═ 6 test cases.
TABLE 2 Combined variables of the preceding vehicle emergency braking test cases
| Acceleration a1 | Stable vehicle speed v1(km/h) |
| 0.3g、0.6 |
40、50、60 |
Referring to fig. 3, in the preceding vehicle cutting-out condition, the target vehicle 1 is used as a preceding vehicle, the target vehicle 2 is used as a preceding vehicle of the target vehicle 1, the target vehicle 2 are on the central line of the same lane, the target vehicle 1 is used as a preceding vehicle, the TJA controls the main vehicle to follow the target vehicle 1 to run at a constant speed v1, the set cruising speed v2 of the TJA is properly higher than the vehicle speed v1 of the target vehicle 1, the target vehicle 1 cuts out the lane where the main vehicle is located at a certain time, and a static target vehicle 2 suddenly appears in front of the main vehicle. The distance d between the target vehicle 1 and the lane change point is 100m, the distance d1 between the target vehicle 1 and the main vehicle lane is 11m, and the distance d2 between the target vehicle 1 and the lane change point is 3 m.
Referring to table 3, under the cut-out condition of the front vehicle, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and v1 is taken as a variable to obtain: 4 test cases.
TABLE 3 Combined variables of test cases cut-out from front truck
| Stable vehicle speed v1(km/h) |
| 10、20、40、60 |
Referring to fig. 4, the front brake cut-in condition: the target vehicle 2 is used as a front vehicle, the main vehicle and the target vehicle 2 are on the center line of the same lane, TJA controls the main vehicle to run at a constant speed along with the target vehicle 2 on the same lane at the speed v1, the adjacent target vehicle 1 on the lane where the main vehicle is located is cut in at the speed v1 for left lane changing, the deceleration is a1 in the lane changing cutting process of the target vehicle 1, the main vehicle is continuously braked to stop at the acceleration a2 after being cut in the main vehicle lane, and the performance of braking the main vehicle to avoid collision is considered at the moment.
Referring to Table 4, under the brake cut-in condition of the front vehicle, the acceleration a1 takes two values of 0.05g and 0.1g, the acceleration a2 takes two values of 0.3g and 0.6g, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, the distance d between the target vehicle 1 and the host vehicle when the lane change is started is 4.5m when the vehicle speed v1 is not higher than 40km/h, and the distance d is 20m when the vehicle speed v1 is 60 km/h. Combining a1, a2, v1 as variables yields: 2 × 2 × 4 ═ 16 test cases.
TABLE 4 Combined variables of test cases for front vehicle brake cut-in
| Acceleration a1 | Acceleration a2 | Stable vehicle speed v1(km/h) |
| 0.05g、0.1g | 0.3g、0.6g | 10、20、40、60 |
Referring to fig. 5, the free braking condition: when the main vehicle and the target vehicle are on the central line of the same lane and the TJA cruise at a constant speed at the set cruising vehicle speed v1, a distant stationary vehicle is detected, the TJA controls the main vehicle to brake until the main vehicle stops, and the performance of the main vehicle is controlled by considering the TJA at the moment.
Referring to table 5, under the free braking condition, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and v1 is taken as a variable to obtain: 4 test cases.
TABLE 5 free brake test case combination variables
| Stable vehicle speed v1(km/h) |
| 10、20、40、60 |
The test of the transverse performance is divided into 7 types of test conditions that a front lane is merged, the front lane is divided, the front lane is narrowed, the front lane is widened, a front vehicle shields a lane line, the front lane line is partially lost, and a straight road enters a bend.
Referring to fig. 6, the front lane merge condition: the host vehicle is initially on the lane center line, TJA controls the host vehicle to set the cruising speed v1 to travel at a constant speed on a two-lane section, and then enters one-lane travel at a speed v1, taking into account the performance of the host vehicle to keep lane center travel at this time.
Referring to table 6, under the condition that the front lane is merged, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and v1 is taken as a variable to obtain: 4 test cases.
TABLE 6 Lane ahead merge test case combination variables
| Stable vehicle speed v1(km/h) |
| 10、20、40、60 |
Referring to fig. 7, the forward lane splitting condition: the host vehicle is initially on the lane center line, TJA controls the host vehicle to set the cruising speed v1 to travel at a uniform speed on a single-lane section, and then enters two-lane travel at a speed v1, taking into account the performance of the TJA controlling the host vehicle to keep lane center travel at this time.
Referring to table 7, under the front lane diversion condition, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and v1 is taken as a variable to obtain: 4 test cases.
TABLE 7 Combined variables of diversion test cases for lanes ahead
| Stable vehicle speed v1(km/h) |
| 10、20、40、60 |
Referring to fig. 8, the front lane narrowing condition: the host vehicle is initially on the lane center line, and TJA controls the host vehicle to set a cruising vehicle speed v1 to travel at a uniform speed on a standard-width one-lane section, and then enters into narrower one-lane travel at a speed v1, taking into account the performance of the host vehicle to keep the lane center travel at this time. Wherein the lane width d1 is 3.5m and the lane width d2 is 2.8 m.
Referring to table 8, under the condition of the front lane narrowing, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and v1 is taken as a variable to obtain: 4 test cases.
TABLE 8 preceding Lane narrowing test case combination variables
| Stable vehicle speed v1(km/h) |
| 10、20、40、60 |
Referring to fig. 9, the front lane widening condition: the host vehicle is initially on the lane center line, TJA controls the host vehicle to set the cruising speed v1 to travel at a uniform speed on a standard-width single-lane section, and then enters into a wide two-way single-lane travel at a speed v1, taking into account the performance of the host vehicle to keep the lane center travel at this time. Wherein the lane width d1 is 3.5m and the lane width d2 is 6 m.
Referring to table 9, under the condition of lane widening ahead, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and v1 is taken as a variable to obtain: 4 test cases.
TABLE 9 Lane widening test case combination variables ahead
| Stable vehicle speed v1(km/h) |
| 10、20、40、60 |
Referring to fig. 10, the front vehicle lane-line-blocking condition: the main vehicle is initially on a central line of a lane, the target vehicle is on the edge of an adjacent lane and blocks part of the lane line, TJA controls the main vehicle to set the cruising speed v1 to run at a constant speed in the lane, and then passes through a road section with a static vehicle in front to block the lane line at the speed v1, and the performance of the main vehicle for keeping the center of the lane running is considered at the moment.
Referring to table 10, under the condition that the front vehicle blocks the lane line, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and v1 is taken as a variable to obtain: 4 test cases.
Table 10 front vehicle sheltered lane line test case combination variables
| Stable vehicle speed v1(km/h) |
| 10、20、40、60 |
Referring to fig. 11, the front lane line portion missing condition: when the main vehicle is on the central line of the lane initially, the TJA controls the main vehicle to set the cruising speed v1 to run at a constant speed on a standard wide single-lane road section, a one-side lane line is lost on a front road section, and the performance that the TJA controls the main vehicle to run into the center of a keeping lane lacking a one-side lane line section is considered.
Referring to table 11, under the partial-missing condition of the front lane line, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, and v1 is taken as a variable to obtain: 4 test cases.
TABLE 11 partial missing test case combination variables for the front lane line
| Stable vehicle speed v1(km/h) |
| 10、20、40、60 |
Referring to fig. 12, the straight-road driving-into-curve condition is as follows: the main car is initially on the central line of a straight lane, the straight lane is long enough to ensure that the main car reaches a constant-speed stable state before the distance from the curve is 200m, the curve is divided into a fixed curvature part and a variable curvature part, the variable curvature part is a connecting part of the straight lane and the fixed curvature, and the curvature of the variable curvature part is linearly increased along with the length of the curve. The TJA controls the host vehicle to travel at a constant speed in a straight lane at a set cruising speed v1, and then enter a curve with a radius R at a speed v1, taking into account the performance of the host vehicle to keep the center of the lane traveling at this time.
Referring to table 12, under the working condition that the straight road enters the curve, the stable vehicle speed v1 takes four values of 10, 20, 40 and 60km/h, the cruising vehicle speed v2 is set to be 10km/h greater than v1, the curve radius R takes three values of 150m, 200m and 250m, and v1 and R are taken as variables to obtain: 4 × 3 ═ 12 test cases.
TABLE 12 test case combination variables for straight driving into curved road
| Stable vehicle speed v1(km/h) | Bend radius (m) |
| 10、20、40、60 | 150、200、250 |
After the definition of the specific test case of the 12 types of test conditions is completed, the TJA evaluation index and the recommended limit range of each evaluation index are selected, so that the performance of the TJA is tested and evaluated according to the evaluation index value.
The TJA evaluation index is divided into a longitudinal performance index and a transverse performance index, wherein the longitudinal performance index selects three indexes of following distance, longitudinal acceleration and longitudinal acceleration change rate, and the transverse performance index adopts two indexes of the distance of the axis of the main vehicle deviating from the center line of the lane and the lateral acceleration.
And selecting the recommended limit range of the evaluation index according to experience cognition and automobile performance characteristics.
In order to ensure safety and avoid collision, the recommended limit value of the following distance is greater than 0 m.
Referring to FIG. 13(a), the recommended limit of longitudinal acceleration should not be greater than 0.5g when the speed of the host vehicle is less than 18km/h, 0.35g when the speed of the host vehicle is greater than 72km/h, and linearly change when the speed of the host vehicle is between 18km/h and 72 km/h.
Referring to FIG. 13(b), the recommended limit of the longitudinal acceleration change rate is that when the speed of the host vehicle is less than 18km/h, the longitudinal acceleration change rate should not be greater than 5m/s3When the speed of the main vehicle is more than 72km/h, the longitudinal acceleration change rate should not be more than 2.5m/s3The ideal limit of the longitudinal acceleration varies linearly at vehicle speeds between 18km/h and 72 km/h.
The distance of the axis of the main vehicle from the center line of the lane represents the capability of the TJA system for controlling the main vehicle to run in the middle, a better result is determined when the distance of the axis of the main vehicle from the center line of the lane is within +/-0.2 m, the distance of the axis of the main vehicle from the center line of the lane is qualified within +/-0.2 m to +/-0.3 m, and the distance of the axis of the main vehicle from the center line of the lane is beyond +/-0.3 m, so that the condition that the main vehicle runs in the middle is unqua.
The recommended limit range of the lateral acceleration is selected to be 2.3m/s2When the lateral acceleration of the main vehicle controlled by TJA is more than 2.3m/s2When the lateral acceleration objective index is unqualified, the lateral acceleration of the main vehicle controlled by TJA is less than 2.3m/s2And in time, the objective index of the lateral acceleration is qualified.
After the evaluation indexes and the recommended limit value ranges of the evaluation indexes are selected, a virtual or real vehicle test platform is utilized to set up the 12 types of test working conditions, traffic scenes corresponding to 78 test cases are totally set up, and the data of the following distance, the longitudinal acceleration change rate, the central line distance of the main vehicle axis offset lane and the lateral acceleration of all 78 test cases of the main vehicle controlled by TJA are collected.
And analyzing the steady-state following distance and the magnitude relation between the longitudinal acceleration, the longitudinal acceleration change rate, the main vehicle axis offset lane center line distance and the peak data of the lateral acceleration and the recommended limit value, judging whether the data of each performance index is ideal, finding out the shortages of TJA control performance, providing reference for the subsequent improvement of the TJA algorithm, and thus completing the test of the TJA.
Claims (2)
1. A traffic jam auxiliary system testing method is characterized by comprising the following steps:
step one, defining a test condition of a traffic jam auxiliary system: defining a test working condition capable of evaluating the performance of the traffic jam auxiliary system from the two aspects of evaluating the longitudinal performance and the transverse performance;
test conditions for evaluating longitudinal performance include: the method comprises the following steps of (1) a low-speed start-stop working condition of a front vehicle, an emergency braking working condition of the front vehicle, a cut-out working condition of the front vehicle, a cut-in working condition of the front vehicle braking and a free braking working condition of the front vehicle;
the test conditions for evaluating the transverse performance include: the method comprises the following steps that a front lane is merged into a working condition, a front lane is shunted, a front lane is narrowed, a front lane is widened, a front vehicle shields a lane line, a front vehicle lane is partially missing, and a straight road enters a bend;
step two, carry on the concrete parameter setting combination to every kind of test condition that step one defines respectively, including:
the low-speed start-stop working condition of the front vehicle is as follows: the main vehicle follows the front vehicle and runs at a constant speed v1, the traffic jam auxiliary system of the main vehicle sets the cruising speed v2 higher than the stable speed v1, the front vehicle decelerates to stop at an acceleration a1, the front vehicle accelerates to v1 at an acceleration a2 after stopping for 1s, the main vehicle follows the front vehicle and accelerates to a constant speed running state, and the traffic jam auxiliary system controls the performance of the main vehicle at a low speed to follow a target vehicle;
the emergency braking working condition of the front vehicle is as follows: the traffic jam assisting system controls the main vehicle to follow the front vehicle to run at a constant speed v1, the traffic jam assisting system sets the cruising speed v2 to be higher than the speed v1 of the front vehicle, the front vehicle is emergently braked to stop at a certain acceleration a1 when meeting an emergency, and the traffic jam assisting system controls the main vehicle to brake to avoid collision performance at the moment;
the front vehicle is switched out to work conditions: the traffic jam assisting system controls the main vehicle to follow the front vehicle to run at a constant speed v1, the traffic jam assisting system sets the cruising speed v2 to be higher than the speed v1 of the front vehicle, the front vehicle is cut out of a main vehicle lane at a certain moment, a static vehicle suddenly appears in front of the main vehicle, and the performance of controlling the main vehicle to brake and avoid collision by the traffic jam assisting system at the moment is considered;
the front vehicle brake cut-in working condition is as follows: the traffic jam assisting system controls the main vehicle to run at a constant speed by following the vehicles in the same lane at a speed v1, the vehicles in the adjacent lanes cut into the front of the main vehicle at a speed v1, the deceleration of the vehicles in the adjacent lanes is a1 in the lane changing and cutting-in process, the vehicles cut into the lane of the main vehicle continue to brake to stop at an acceleration a2, and the traffic jam assisting system controls the braking of the main vehicle to avoid collision at the moment;
the free braking condition is as follows: when the traffic jam auxiliary system patrols at a constant speed by setting a cruising speed v1, a distant stationary vehicle is detected, the traffic jam auxiliary system controls the main vehicle to brake to stop, and the performance of the main vehicle is controlled by the traffic jam auxiliary system at the moment;
the front lane is merged into the working condition: the traffic jam assisting system controls the main vehicle to set a cruising speed v1 to run at a constant speed on a double-lane section and then enter a single-lane section to run at a speed v1, and the traffic jam assisting system controls the main vehicle to keep the performance of running in the center of a lane at the moment;
the front lane diversion working condition is as follows: the traffic jam assisting system controls the main vehicle to set a cruising speed v1 to run at a constant speed on a single-lane road section and then enter a double-lane road at a speed v1, and the traffic jam assisting system controls the main vehicle to keep the performance of running in the center of a lane at the moment;
the front lane narrowing working condition is as follows: the traffic jam assisting system controls the main vehicle to set a cruising speed v1 to run at a constant speed on a single-lane road section with a standard width, and then enters a narrower single-lane road to run at a speed v1, and the performance of the traffic jam assisting system controlling the main vehicle to keep running in the center of the lane at the moment is considered;
the working condition that the front lane is widened is as follows: the traffic jam assisting system controls the main vehicle to set a cruising speed v1 to run at a constant speed on a single-lane road section with a standard width, and then enters a wider two-way single-lane road to run at a speed v1, and the performance of the traffic jam assisting system controlling the main vehicle to keep running in the center of the lane at the moment is considered;
the working condition that the front vehicle shields the lane line is as follows: the traffic jam assisting system controls the main vehicle to set a cruising speed v1 to run at a constant speed on a standard wide single-lane road section, and then passes through a road section with a static vehicle in front to block a lane line at a speed v1, and the performance of the traffic jam assisting system controlling the main vehicle to keep running in the center of a lane at the moment is considered;
the front lane line part is absent: the traffic jam assisting system controls the main vehicle to set a cruising speed v1 to run at a constant speed on a standard wide single-lane road section, a one-side lane line is lost on a front road section, and the performance that the traffic jam assisting system controls the main vehicle to enter the center of a keeping lane lacking the one-side lane line section to run is considered;
the working condition that the straight road drives into the bend is as follows: the traffic jam assisting system controls the main vehicle to set a cruising speed v1 to run at a constant speed on a straight road and then enter a curve with a radius of R at a speed v1, and the performance that the traffic jam assisting system controls the main vehicle to keep running in the center of a lane at the moment is considered;
step three, after the definition and the specific parameter setting of the test working condition are finished, selecting the evaluation indexes of the traffic congestion auxiliary system and the recommended limit value ranges of the evaluation indexes;
and fourthly, enabling the main vehicle controlled by the traffic jam assistance system to sequentially complete all test cases of the various working conditions, collecting evaluation index data of each specific test case, and evaluating the performance of the traffic jam assistance system by combining with a recommended limit range of the evaluation index.
2. The method according to claim 1, wherein in the third step, the evaluation index of the traffic congestion assistance system comprises a longitudinal performance index and a transverse performance index; selecting three indexes of following distance, longitudinal acceleration and longitudinal acceleration change rate as longitudinal performance indexes; the transverse performance index adopts two indexes of the distance of the central line of the offset lane and the lateral acceleration.
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