CN111605525A - Emergency automatic brake steady-state control method based on real-time road surface recognition - Google Patents
Emergency automatic brake steady-state control method based on real-time road surface recognition Download PDFInfo
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- CN111605525A CN111605525A CN202010388799.1A CN202010388799A CN111605525A CN 111605525 A CN111605525 A CN 111605525A CN 202010388799 A CN202010388799 A CN 202010388799A CN 111605525 A CN111605525 A CN 111605525A
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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
- 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
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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
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
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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
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/13—Aquaplaning, hydroplaning
Abstract
The invention relates to an emergency automatic braking steady-state control method based on real-time pavement recognition, which can effectively recognize the pavement type and the friction coefficient at that time and effectively judge the performance attenuation of a vehicle by performing a pre-braking prompt function through a sub-function in time when a reasonable AEB autonomous emergency braking action is required. And then, the distance between the front vehicle and the rear vehicle and the vehicle speed are combined to calculate a proper compensation amount to reasonably compensate for braking time, and a proper compensation braking force for performance attenuation of the vehicle is used for making up for the deficiency of deceleration response, so that the current road condition can be identified even on a wet and slippery road surface, and the automatic emergency brake controller can correctly compensate a braking instruction to avoid collision accidents caused by wet and slippery road surface and untimely braking. The deceleration response insufficiency caused by the vehicle performance reduction can be adjusted by an appropriate deceleration compensation factor to satisfy the stability of deceleration execution and prevent the occurrence of collision.
Description
Technical Field
The invention relates to the technical field of vehicle body control, in particular to an emergency automatic brake steady-state control method based on real-time road surface identification.
Background
With the rapid progress of automobile technology, the continuous improvement of the requirements of people on the safety of vehicles and the more and more strict requirements of the laws and regulations in the automobile industry on the active safety of the vehicles, the intelligent auxiliary driving of the vehicles is more and more hot in the market. The automatic emergency braking function is used as an active safety function, and the equipment rate is greatly increased according to the data of China automobile Association. Although the test scenario of the standard specification in the CNCAP has a strict requirement, it is expected that the difference of the performance of the function excellent in the test scenario on the public road will be reflected. The invention extracts key elements that the Automatic Emergency Braking (AEB) function can be successfully executed: namely, a proper deceleration command is sent out at a proper TTC time threshold value to complete the braking action, thereby ensuring the safe distance after braking. Various AEB emergency braking systems popularized in the market at present do not fully consider the type of a road surface, the adhesion coefficient and the state of a vehicle, are calibrated by the road surface with a basic standard friction coefficient, do not consider the change of the friction coefficient caused by environmental factors such as ice, snow, rain and the like, and are calibrated by a test sample vehicle without considering the performance attenuation caused by the aging of the vehicle and the abrasion of a braking system. If the AEB system is calibrated and measured when the vehicle is out of the field, accurate braking cannot be guaranteed in time, and the occurrence of collision accidents cannot be avoided. The invention puts the environment and vehicle performance attenuation into a system for calculation, and utilizes a sub-function pre-warning prompt (WB) to quickly identify attenuation factors.
The conventional AEB function control method is divided into three stages, the first stage: identifying and comparing the normal target object with the priority, and selecting the target object with the first priority as a tracking target; and a second stage: when detecting that the time distance between the vehicle and the target object reaches the TTC required by early warning, collision early Warning Braking (WB) can be carried out, and the vehicle has certain deceleration feeling through intermittent braking of a relatively small degree, and the aim of reminding a driver is mainly achieved. The third stage is to select a proper time point to perform the required deceleration when the distance from the front vehicle is very close to avoid the collision with the front target object.
Disclosure of Invention
Aiming at the problems in the background art, the invention aims to provide a safe and effective emergency automatic brake steady-state control method based on real-time road surface identification.
In order to achieve the aim, the invention designs an emergency automatic brake steady-state control method based on real-time road surface identification, which is characterized in that:
s1, when the vehicle is designed, the whole vehicle is tested, the adhesion system-slip rate curves of the tires of the vehicle and different road surfaces are collected and calculated, the vehicle deceleration identification intervals corresponding to different road surfaces are calculated, and the judgment identification table is stored in the memory of the AEB controller to be used as a road surface type identification model library;
s2, matching the slip rate and the vehicle deceleration calculated in the early warning braking process with a road surface type matching model library in an AEB controller memory, determining the current road surface type of the vehicle, and judging the performance attenuation of the vehicle;
and S3, based on the recognized road surface type and the vehicle performance attenuation degree, combining the vehicle distance and the vehicle speed of the front vehicle and the rear vehicle, and compensating the time of full-force braking and the deceleration response.
Preferably, in S1, according to the tire-road surface friction model formula:
at calibration, for parameter c1、c2、c3To perform fitting; wherein s represents the dynamic slip ratio of the wheel, μ(s) represents the actual adhesion coefficient of the tire to the ground at different slip ratios, e is a natural constant, c1、c2、c3The method comprises the following steps of providing three parameters of a tire-road surface friction model, wherein the three parameters need to be adapted when the tire is subjected to friction matching on different road surfaces; when a certain slip ratio is calculated: the matching interval of the ice surface is (0, mu)1(s)](ii) a The matching interval of the snow surface is (mu)1(s),μ2(s)](ii) a Matching section of wet cobble pavementIs (mu)2(s),μ3(s)](ii) a The matching interval of the wet asphalt is (mu)3(s),μ4(s)]The matching interval of the dry asphalt is (mu)4(s),μ5(s)]And storing the injury judgment and identification table in the memory of the AEB controller.
More preferably, the slip ratio is set to 12% for calculation.
Preferably, in S2, the method for determining the current road surface type of the vehicle is: after the AEB controller sends out an early warning braking instruction, the AEB controller acquires the vehicle speed before the vehicle is actively pressurized, the wheel speeds of four wheels in the early warning braking process and the current vehicle deceleration value, and a formula s is (u-w.r)/u, wherein: s wheel slip rate; u vehicle speed; w wheel angular velocity; r wheel rolling radius; after four wheels are respectively calculated, the average value of the slip rates of the four wheels is taken, and the change of the slip rate of the whole vehicle wheel in the whole early warning braking process is calculated and recorded; and matching the calculated slip ratio and the obtained vehicle deceleration with a road surface type identification model library to find the corresponding vehicle deceleration which is closest to the road surface adhesion coefficient in value under the condition that the slip ratio is 12%, so that the road surface type of the vehicle at the time of braking is correspondingly identified by falling in the corresponding identification interval.
Preferably, during early warning braking, the AEB controller sends an early warning braking command to the ESC, and the ESC actively establishes a 80bar braking hydraulic pressure lasting for 0.5 seconds through the motor.
Further preferably, the AEB controller obtains vehicle deceleration via an acceleration inertial sensor integrated within the ESC.
Preferably, the compensation method in S3 is: and (3) taking the dry asphalt pavement as a reference, carrying out danger assessment on the collision danger through a TTC model, wherein the time TTC (time to complete collision) of two vehicles is Vrel/VrelWherein D isrelIs the relative distance of two vehicles, VrelThe relative speed of the two vehicles; when the vehicle is required to stop, the safety distance d between the vehicle and the target vehicle0(ii) a AEB control system based on dry asphalt pavement, when two car relative distance reach danger distance Dbr, take place full power brake instruction immediately, wherein: dbr ═ TTC · Vrel+d0；
After the type of the current pavement is determined, the adhesion coefficient of the current pavement can be obtained, and if the current pavement is a common asphalt pavement, braking is carried out according to the original braking time point; and if the current road surface is a wet and slippery road surface, advancing the full-force braking instruction.
Further preferably, when the current road surface is a wet and slippery road surface, the method for calculating the advance time comprises the following steps:
in the AEB calibration, the friction of the road surface is assumed to be u1The coefficient of friction of the identified road surface is ux. The time TTC of collision between two vehicles which are braked in advancex＝u1/uxTTC, after identifying the road surface type, the calculation method of the dangerous distance needing to be braked fully in advance comprises the following steps: dbrx＝TTCx·Vrel+dbr。
The invention has the beneficial effects that: the invention can timely perform the pre-braking prompt function through the sub-function when the reasonable AEB autonomous emergency braking action is needed, so as to effectively identify the road surface type and the friction coefficient at the time and effectively judge the performance attenuation of the vehicle. And then, the distance between the front vehicle and the rear vehicle and the vehicle speed are combined to calculate a proper compensation amount to reasonably compensate for braking time, and a proper compensation braking force for the performance attenuation of the vehicle is used for making up for the deficiency of deceleration response, so that the current road condition can be identified even on a wet and slippery road surface, and an Automatic Emergency Braking (AEB) controller can correctly compensate a braking instruction to avoid collision accidents caused by wet and slippery road surface and untimely braking. The deceleration response insufficiency caused by the vehicle performance reduction can be adjusted by an appropriate deceleration compensation factor to satisfy the stability of deceleration execution and prevent the occurrence of collision.
The invention relates to an automatic emergency brake control method combining road surface type and adhesion coefficient real-time identification, when an obstacle is found, a control system can identify the road surface in advance, distinguish the type and the friction coefficient of the road surface, select different deceleration curves according to different road surfaces, and reasonably optimize the time point of automatic brake, thereby effectively avoiding the occurrence of collision accidents. Meanwhile, the performance attenuation part can be reasonably compensated, the deceleration execution accuracy is ensured, and the vehicle AEB system performance and the pedestrian and vehicle safety are effectively ensured.
When complex and changeable road conditions are considered and severe environmental factors are considered, the sub-function (pre-braking prompt) before AEB emergency braking can be skillfully utilized to assist in judging the real performances of a road and a vehicle system, so that the state and the friction of the road surface during the AEB emergency braking are identified, the road surface factors are considered in the follow-up action and execution of the system, better braking opportunity and braking force can be selected, the stability of the AEB emergency braking effect is ensured, the functional safety is further improved, and the guarantee of pedestrians in the complex environment is ensured.
The method can successfully execute the AEB function in the face of complex conditions, and is characterized in that the identification of the road surface state information can know the road surface information and the vehicle performance attenuation in advance, and further a vehicle controller can reasonably estimate the time required by collision of the road surface information and the vehicle performance attenuation by calculating the relative time domain distance between the vehicle controller and a front obstacle and the relative speed between the vehicle controller and the front obstacle, so that a more reasonable braking time point is calculated, and the execution results are basically the same.
Safety benefits are as follows: in the AEB function designed on the basis of a common dry asphalt pavement, when early warning braking is carried out, the pavement identification and the vehicle performance attenuation judgment are realized by calculating the vehicle information and matching with a vehicle pavement motion characteristic model library through algorithm design; then compensating the opportunity of full-force braking and deceleration response based on the identified road surface type and the vehicle performance attenuation degree; therefore, the problems that the AEB brake is not timely and collision accidents are caused due to wet and slippery road surfaces and the like are avoided.
Economic benefits are as follows: the risk of functional failure caused by road surface factors or vehicle performance attenuation is solved, and client claims of potential risks are reduced; high performance AEB systems also bring consumer selling points.
Potential customer benefits: the high-performance, stable and reliable AEB system is stable and initial in performance in various professional institutions or media evaluation, so that customers can accept the AEB system more easily.
Enterprise benefits: the invention is based on the fusion of multiple sensors, and the functions in the future are not necessarily mutually independent but run cooperatively, thereby laying the foundation for future development prospect and modular operation.
Drawings
FIG. 1 road surface type and adhesion coefficient identification process
FIG. 2 AEB controller working process for real-time identification of road surface working conditions
Detailed Description
The technical solutions of the present invention (including the preferred ones) are further described in detail by way of fig. 1 to 2 and enumerating some alternative embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without any inventive step, are within the scope of the present invention.
As shown in figures 1 and 2 of the drawings,
in the AEB working process, collision early Warning Braking (WB) is skillfully utilized, and then an identification mechanism is designed through the early warning braking, so that the type of the road surface and the friction coefficient of the road surface are identified, and the performance attenuation of the vehicle is judged. Then, on the premise of identifying the road surface type and the friction coefficient by the early warning brake, and combining the information of the vehicle speeds of the front vehicle and the rear vehicle, the relative distance between the front vehicle and the rear vehicle and the like, a proper compensation amount is calculated to reasonably compensate the braking time, and a proper compensation braking force for the performance attenuation of the vehicle is used for compensating the insufficiency of the deceleration response.
The method for identifying the road information during early warning braking comprises the following steps:
for the vehicle adopting the invention, the whole vehicle needs to be tested during vehicle design, and the adhesion system-slip rate curves of the tires of the vehicle and different road surfaces are collected and calculated. According to a tire-road friction model formula
At calibration, for parameter c1、c2、c3Where s represents the dynamic slip ratio of the wheel, μ(s) represents the actual adhesion coefficient of the tire to the ground at different slip ratios, e is a natural constant, c1、c2、c3The method is characterized by comprising the following steps that three parameters of a tire-road surface friction model are adopted, and the three parameters need to be adapted when a tire is subjected to friction matching on different road surfaces, and generally, the three parameters are only used for simply calculating the friction force of the tire; then, when the vehicle slip ratio is 12%, the vehicle deceleration recognition section corresponding to the different road surface is calculated as shown in the following table. And storing the judgment and identification table in a memory of the AEB controller as a road surface type area configuration identification model library. The model base mainly stores deceleration intervals on various road surfaces corresponding to a certain slip ratio, as shown in the following table.
| Numbering | Road surface | Matching interval |
| 1 | Ice surface | (0,μ1(s)] |
| 2 | Snow surface | (μ1(s),μ2(s)] |
| 3 | Wet cobble | (μ2(s),μ3(s)] |
| 4 | Wet asphalt | (μ3(s),μ4(s)] |
| 5 | Dry asphalt | (μ4(s),μ5(s)] |
During early warning braking, the AEB controller can send an early warning braking instruction to an ESC (automobile electronic stability control system), the ESC actively establishes 80bar braking hydraulic pressure lasting for 0.5 second through a motor, and the vehicle can decelerate briefly.
After the AEB controller sends an early warning braking instruction, the AEB controller needs to calculate the corresponding slip ratio from key information (the vehicle speed before the active pressure build-up, the wheel speeds of four wheels in the early warning braking process, and the vehicle deceleration value at that time) of the vehicle on the bus, and the calculation method is as follows:
s-wheel slip ratio; u-vehicle speed; w-wheel angular velocity; r-wheel rolling radius;
after four wheels are respectively calculated, the average value of the slip rates of the four wheels is taken, so that the change of the slip rate of the whole vehicle wheel in the whole early warning braking process is calculated and recorded.
The AEB controller is available because an acceleration inertial sensor is integrated in the ESC and is transmitted to the CAN bus in a message form.
The slip rate and the vehicle deceleration calculated by the module in the early warning braking process are matched with a vehicle road surface type matching model library stored in an AEB controller memory in advance, the corresponding vehicle deceleration is closest to the road surface adhesion coefficient in value under the condition of 12% slip rate, and the type of the road surface where the vehicle is braked at the moment is correspondingly identified by falling in the corresponding identification interval.
The road surface types are identified by the method, and the braking distances of the vehicles on different types of road surfaces are different; the AEB controller can make appropriate adjustments to the timing of issuing full brake commands based on existing calibration (based on dry asphalt pavement) based on the pavement type. The adjusting method comprises the following steps:
the conventional A1EB control system uses a dry asphalt road surface as a reference, and performs risk assessment on the collision risk through a TTC (time required for two-vehicle collision) model, where TTC is Vrel/Vrel，DrelIs the relative distance of two vehicles, VrelThe relative speed of the two vehicles. In addition, when the vehicle is required to stop, the safe distance d between the vehicle and the target vehicle0. Then the asphalt-based AEB control system should immediately generate a full brake command when the relative distance of the two cars reaches the critical distance Dbr. The Dbr calculation method comprises the following steps: dbr ═ TTC · Vrel+d0。
When the AEB controller identifies the road type, the adhesion coefficient of the road can be obtained, and when the road is found to be a wet and slippery road, the braking distance is much longer than that of dry asphalt due to the low friction coefficient of the road, so that the sending of a full-force braking instruction is required to be advanced.
The braking distances of the vehicle on different road surfaces are different and can be approximately considered as linear correlation; in addition, when AEB calibration is performed, the friction of the road surface is assumed to be u1(generally close to 1) and the coefficient of friction of the identified road surface is ux. The collision time of two vehicles braking in advance
After the road surface is identified, the calculation method of the dangerous distance needing full-force braking in advance comprises the following steps: dbrx＝TTCx·Vrel+dbr。
The key points of the invention are two points, one key point is that after a target obstacle is found, the road surface type and the friction coefficient need to be identified in the short process of early warning and braking; the other point is that after the road surface is identified, the advance time when the full-force braking instruction needs to be sent is calculated according to different road surfaces.
When early warning braking is carried out, road surface identification is carried out, and the required information acquired in real time comprises the following information: vehicle speed, wheel speed, and tire-road model library of the designed vehicle.
The tire-road surface model library carries out the whole vehicle test in the early stage of the required functional design, and the working conditions are as follows: respectively performing braking tests on 5 road surfaces contained in the model library, and acquiring vehicle speed, wheel speed and corresponding vehicle deceleration signals; and then fitting the slip rate-utilization adhesion coefficient characteristic curve of the vehicle under various road surfaces, and storing the curve in a road surface matching library stored in an AEB controller in advance. Wherein, the wheel speed, the vehicle speed and the deceleration of the whole vehicle are obtained by a wheel speed sensor arranged at 4 wheels, and are transmitted to a CAN bus through an ESC, and then are obtained by an AEB controller.
The AEB function design structure mainly comprises three parts, namely target object detection, an AEB controller ECU module and a brake actuating mechanism. The target object detection mainly depends on a millimeter wave radar to detect the relative distance and the relative speed with a front vehicle; the information is passed to the control unit of the AEB for estimation of the safety state. When the relative distance is found to reach the threshold value of early warning braking, an early warning braking instruction is sent out; then the AEB controller can calculate the slip rate at that time and the corresponding equivalent road surface utilization friction coefficient according to the vehicle speed, the wheel speed and the vehicle deceleration during early warning braking. And matching with a road surface type information template in an ECU memory, and finally making a danger estimation according to the identified road surface information and the target object information transmitted by the sensor to judge the early braking compensation.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and any modification, combination, replacement, or improvement made within the spirit and principle of the present invention is included in the scope of the present invention.
Claims (8)
1. An emergency automatic braking steady-state control method based on real-time road surface identification is characterized in that:
s1, when the vehicle is designed, the whole vehicle is tested, the adhesion system-slip rate curves of the tires of the vehicle and different road surfaces are collected and calculated, the vehicle deceleration identification intervals corresponding to different road surfaces are calculated, and the judgment identification table is stored in the memory of the AEB controller to be used as a road surface type identification model library;
s2, matching the slip rate and the vehicle deceleration calculated in the early warning braking process with a road surface type matching model library in an AEB controller memory, determining the current road surface type of the vehicle, and judging the performance attenuation of the vehicle;
and S3, based on the recognized road surface type and the vehicle performance attenuation degree, combining the vehicle distance and the vehicle speed of the front vehicle and the rear vehicle, and compensating the time of full-force braking and the deceleration response.
2. The method for controlling the steady state of the emergency automatic brake based on the real-time road surface recognition according to claim 1, wherein the method comprises the following steps: at S1, according to the tire-road surface friction model formula:
at calibration, for parameter c1、c2、c3Where s represents the dynamic slip ratio of the wheel, μ(s) represents the actual adhesion coefficient of the tire to the ground at different slip ratios, e is a natural constant, c1、c2、c3The method comprises the following steps of providing three parameters of a tire-road surface friction model, wherein the three parameters need to be adapted when the tire is subjected to friction matching on different road surfaces; when a certain slip ratio is calculated: the matching interval of the ice surface is (0, mu)1(s)](ii) a The matching interval of the snow surface is (mu)1(s),μ2(s)](ii) a The matching interval of the wet cobble pavement is (mu)2(s),μ3(s)](ii) a The matching interval of the wet asphalt is (mu)3(s),μ4(s)]The matching interval of the dry asphalt is (mu)4(s),μ5(s)]And storing the injury judgment and identification table in the memory of the AEB controller.
3. The method for controlling the steady state of the automatic emergency brake based on the real-time road surface recognition according to claim 2, wherein the method comprises the following steps: the slip ratio was set to 12% for calculation.
4. The method for controlling the steady state of the emergency automatic brake based on the real-time road surface recognition according to claim 1, wherein the method comprises the following steps: in S2, the method for determining the current road surface type of the vehicle is: after the AEB controller sends out an early warning braking instruction, the AEB controller acquires the vehicle speed before the vehicle is actively pressurized, the wheel speeds of four wheels in the early warning braking process and the current vehicle deceleration value, and a formula s is (u-w.r)/u, wherein: s wheel slip rate; u vehicle speed; w wheel angular velocity; r wheel rolling radius; after four wheels are respectively calculated, the average value of the slip rates of the four wheels is taken, and the change of the slip rate of the whole vehicle wheel in the whole early warning braking process is calculated and recorded; and matching the calculated slip ratio and the obtained vehicle deceleration with a road surface type identification model library to find the corresponding vehicle deceleration which is closest to the road surface adhesion coefficient in value under the condition that the slip ratio is 12%, so that the road surface type of the vehicle at the time of braking is correspondingly identified by falling in the corresponding identification interval.
5. The method for controlling the steady state of the automatic emergency brake based on the real-time road surface recognition according to claim 4, wherein the method comprises the following steps: during early warning braking, the AEB controller can send an early warning braking instruction to the ESC, and the ESC actively establishes 80bar braking hydraulic pressure lasting for 0.5 second through the motor.
6. The method for controlling the steady state of the automatic emergency brake based on the real-time road surface recognition according to claim 4, wherein the method comprises the following steps: the AEB controller obtains vehicle deceleration through an ESC internal integrated acceleration inertial sensor.
7. According toThe method of claim 1 for real-time roadway identification-based emergency automatic brake steady-state control, wherein: the compensation method in S3 is: and (3) taking the dry asphalt pavement as a reference, carrying out danger assessment on the collision danger through a TTC model, wherein the time TTC (time to complete collision) of two vehicles is Vrel/VrelWherein D isrelIs the relative distance of two vehicles, VrelThe relative speed of the two vehicles; when the vehicle is required to stop, the safety distance d between the vehicle and the target vehicle0(ii) a AEB control system based on dry asphalt pavement, when two car relative distance reach danger distance Dbr, take place full power brake instruction immediately, wherein: dbr ═ TTC · Vrel+d0；
After the type of the current pavement is determined, the adhesion coefficient of the current pavement can be obtained, and if the current pavement is a common asphalt pavement, braking is carried out according to the original braking time point; and if the current road surface is a wet and slippery road surface, advancing the full-force braking instruction.
8. The method for controlling the steady state of the automatic emergency brake based on the real-time road surface recognition according to claim 7, wherein the method comprises the following steps: when the current road surface is a wet and slippery road surface, the method for calculating the advance time comprises the following steps:
in the AEB calibration, the friction of the road surface is assumed to be u1The coefficient of friction of the identified road surface is ux. The time TTC of collision between two vehicles which are braked in advancex＝u1/uxTTC, after identifying the road surface type, the calculation method of the dangerous distance needing to be braked fully in advance comprises the following steps: dbrx＝TTCx·Vrel+dbr。
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| CN112304633A (en) * | 2020-10-20 | 2021-02-02 | 同济大学 | Method for identifying automobile braking safety risk in wet and slippery road surface state |
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| CN113044008B (en) * | 2021-04-02 | 2022-02-11 | 南京交通职业技术学院 | Vehicle running state self-adaptive emergency braking control system |
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| CN114537351A (en) * | 2021-12-07 | 2022-05-27 | 上海拿森汽车电子有限公司 | Method and system for eliminating disc clearance |
| CN114771477A (en) * | 2022-05-27 | 2022-07-22 | 烟台大学 | Automobile anti-lock braking method based on friction force follow-up compensation |
| CN114771477B (en) * | 2022-05-27 | 2024-02-09 | 烟台大学 | Automobile anti-lock braking method based on friction force follow-up compensation |
| CN115179913A (en) * | 2022-06-24 | 2022-10-14 | 江铃汽车股份有限公司 | AEB performance optimization method, system, readable storage medium and computer equipment |
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