CN115179913A - AEB performance optimization method, system, readable storage medium and computer equipment - Google Patents
AEB performance optimization method, system, readable storage medium and computer equipment Download PDFInfo
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/173—Eliminating or reducing the effect of unwanted signals, e.g. due to vibrations or electrical noise
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention provides an AEB performance optimization method, an AEB performance optimization system, a readable storage medium and computer equipment, wherein the method comprises the following steps: the method comprises the steps of obtaining braking behavior data adopted when a vehicle runs at a preset speed under different simulated emergency braking scenes, and generating a plurality of braking deceleration curves according to the braking behavior data; filtering the plurality of braking deceleration curves, and fitting the braking deceleration curves after filtering to obtain a reference deceleration curve; acquiring an actual requested deceleration curve generated when the AEB intervenes at the preset speed; and adjusting the AEB performance parameter by taking the reference deceleration curve as an AEB request strategy so as to enable the coincidence rate of the actual requested deceleration curve and the reference deceleration curve to reach a target value. The technical problem that in the prior art, the deceleration requested by the AEB is large, so that the driving experience of a driver is reduced is solved.
Description
Technical Field
The invention relates to the technical field of intelligent driving, in particular to an AEB performance optimization method, an AEB performance optimization system, a readable storage medium and computer equipment.
Background
An Automatic Emergency Braking (AEB) technology is an important content in the field of intelligent driving and has been an important technology for reducing the incidence rate of traffic accidents, and since the evaluation standards are successively released by the Chinese New vehicle evaluation code (C-CNCAP) and the like aiming at an AEB system, the AEB performance evaluation is more and more emphasized.
Currently, an AEB is mainly composed of a detection system, a decision system and an execution system. The detection system is mainly a sensor and is used for sensing the surrounding environment and detecting the running speed, information and the like of the front vehicle/pedestrian; the decision-making system is used for analyzing the information obtained from the detection system and judging whether a corresponding FCW/AEB is needed or not and the requested deceleration is needed; the execution system is an AEB executor and is responsible for sound-light alarm and braking according to the requirements of the decision system.
During the AEB intervention, the situation is generally a relatively severe working condition, the deceleration requested by the decision-making system is generally relatively large, the driving experience of the driver and the passenger is very poor, and the sudden deceleration can cause the body of the driver and the passenger to incline forward violently, which may cause damage to the driver and the passenger.
Disclosure of Invention
Based on this, the present invention provides an AEB performance optimization method, system, readable storage medium and computer device, which are used to solve the technical problem of reducing the driving experience of the driver due to the large deceleration of the AEB request in the prior art.
The invention provides an AEB performance optimization method on the one hand, which comprises the following steps:
the method comprises the steps of obtaining braking behavior data adopted when a vehicle runs at a preset speed under different simulated emergency braking scenes, and generating a plurality of braking deceleration curves according to the braking behavior data;
filtering the plurality of braking deceleration curves, and fitting the braking deceleration curves after filtering to obtain a reference deceleration curve;
acquiring an actual requested deceleration curve generated when the AEB intervenes at the preset speed;
and adjusting the AEB performance parameter by taking the reference deceleration curve as an AEB request strategy so as to enable the coincidence rate of the actual requested deceleration curve and the reference deceleration curve to reach a target value.
Preferably, the braking behavior data includes behavior data when the brake is heavily stepped on, lightly stepped on, stepped on at intervals and stepped on at a constant speed.
Preferably, the step of adjusting the AEB performance parameter by using the reference deceleration curve as the AEB request strategy specifically includes:
judging whether the vehicle triggers the ABS function under the AEB intervention state, and executing the following adjustment strategies according to the triggering condition of the ABS function:
judging whether the actual braking deceleration quantity of the vehicle caused by the ABS is lower than a first preset parameter or not in the state of ABS triggering;
if the actual braking deceleration quantity is lower than the first preset parameter, increasing the braking force of a brake pedal;
if the actual braking deceleration is higher than the first preset parameter, reducing the braking force of a brake pedal;
judging whether the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within a preset range or not in a state that the ABS is not triggered;
if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is not in the preset range, readjusting the braking force of the brake pedal until the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is in the preset range;
and if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within the preset range, outputting the actual requested deceleration curve.
Preferably, after the steps of determining whether the vehicle simultaneously triggers the ABS function in the AEB intervening state and executing the following adjustment strategy according to the triggering condition of the ABS function, the method further comprises:
detecting whether the forward inclination angle of the driver is larger than a second preset parameter or not;
and if the forward inclination angle is larger than the second preset parameter, reducing the braking force of the brake pedal.
Preferably, after the step of detecting whether the forward inclination angle of the driver is greater than a second preset parameter, the method further comprises:
judging whether the vehicle collides with an obstacle in the AEB intervening state, and executing the following adjustment strategies according to the collision condition of the vehicle:
when the vehicle collides with the obstacle, judging whether the AEB braking deceleration quantity is lower than a third preset parameter or not;
if the AEB braking deceleration quantity is lower than the third preset parameter, increasing the braking force of a brake pedal;
if the AEB braking deceleration is higher than the third preset parameter, outputting the actual requested deceleration curve;
when the vehicle and the barrier do not collide, judging whether the actual braking distance is lower than a fourth preset parameter or not;
if the actual braking distance is lower than the fourth preset parameter, increasing the braking force of the brake pedal;
and if the actual braking distance is higher than the fourth preset parameter, reducing the braking force of the brake pedal.
In another aspect, the present invention further provides an AEB performance optimization system, including:
the system comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring braking behavior data adopted when a vehicle runs at a preset speed under different simulated emergency braking scenes and generating a plurality of braking deceleration curves according to the braking behavior data;
the processing module is used for filtering the plurality of braking deceleration curves and fitting the braking deceleration curves after filtering to obtain a reference deceleration curve;
the second acquisition module is used for acquiring an actual requested deceleration curve generated when the AEB intervenes at the preset speed;
and the adjusting module is used for adjusting the AEB performance parameters by taking the reference deceleration curve as an AEB request strategy so as to enable the coincidence rate of the actual requested deceleration curve and the reference deceleration curve to reach a target value.
Preferably, the tuning module includes:
the first judgment unit is used for judging whether the actual braking deceleration quantity of the vehicle caused by the ABS is lower than a first preset parameter or not in the state that the ABS is triggered;
the first adjusting unit is used for increasing the braking force of the brake pedal if the actual braking deceleration is lower than the first preset parameter;
the second adjusting and correcting unit is used for reducing the braking force of the brake pedal if the actual braking deceleration is higher than the first preset parameter;
a second determination unit configured to determine whether a coincidence ratio between the actual requested deceleration curve and the reference deceleration curve is within a preset range in a state where the ABS is not triggered;
a third adjusting unit, configured to readjust the brake pedal braking force if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is not within the preset range, until the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within the preset range;
a fourth calibration unit configured to output the actual requested deceleration curve if a coincidence ratio between the actual requested deceleration curve and the reference deceleration curve is within the preset range.
Preferably, the system further comprises:
the second judgment module is used for detecting whether the anteversion angle of the driver is larger than a second preset parameter or not;
and the second adjusting module is used for reducing the braking force of the brake pedal if the front rake angle is greater than the second preset parameter.
Preferably, the system further comprises:
the third judgment unit is used for judging whether the AEB braking deceleration quantity is lower than a third preset parameter or not when the vehicle collides with the obstacle;
the fifth adjusting unit is used for increasing the braking force of a brake pedal if the AEB braking deceleration is lower than the third preset parameter;
a sixth adjusting and correcting unit, configured to output the actual requested deceleration curve if the AEB braking deceleration is higher than the third preset parameter;
the fourth judging unit is used for judging whether the actual braking distance is lower than a fourth preset parameter or not when the vehicle and the barrier do not collide;
the seventh adjusting and correcting unit is used for increasing the braking force of the brake pedal if the actual braking distance is lower than the fourth preset parameter;
and the eighth adjusting and correcting unit is used for reducing the braking force of the brake pedal if the actual braking distance is higher than the fourth preset parameter.
In another aspect, the present invention further provides a readable storage medium, on which a computer program is stored, which when executed by a processor implements the above-mentioned AEB performance optimization method.
In another aspect, the present invention further provides a computer device, which includes a memory, a processor, and a computer program stored on the memory and executable on the processor, and the processor implements the above-mentioned AEB performance optimization method when executing the computer program.
Compared with the prior art, the invention has the beneficial effects that: the method comprises the steps of acquiring braking behavior data taken when a vehicle runs at a preset speed under different simulated emergency braking scenes, simulating braking habits taken by different drivers when the drivers face roadblocks, measuring a braking deceleration curve during emergency braking, processing the acquired braking deceleration curve through data analysis software, analyzing and generating a reference deceleration curve suitable for the vehicle type, and formulating an AEB actual request deceleration curve of the vehicle type according to the reference deceleration curve obtained through simulated braking analysis, so that the comfort level of drivers and passengers during AEB intervention is improved, the forward tilting amount of a human body when AEB is triggered is reduced, and the technical problem that in the prior art, the deceleration requested by the AEB is large, and the driving experience of the drivers and passengers is reduced is solved.
Drawings
FIG. 1 is a flow chart of a method of optimizing AEB performance in a first embodiment of the present invention;
FIG. 2 is a flow chart of a method of AEB performance optimization in a second embodiment of the present invention;
FIG. 3 is a block diagram of the AEB performance optimization system in a third embodiment of the present invention;
the following detailed description will further illustrate the invention in conjunction with the above-described figures.
Detailed Description
To facilitate an understanding of the invention, the invention will now be described more fully hereinafter with reference to the accompanying drawings. Several embodiments of the invention are presented in the drawings. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like are used herein for purposes of illustration only.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Example one
Referring to fig. 1, a method for optimizing AEB performance according to a first embodiment of the present invention is shown, the method including:
step S101, obtaining braking behavior data taken when a vehicle runs at a preset speed under different simulated emergency braking scenes, and generating a plurality of braking deceleration curves according to the braking behavior data;
the simulated emergency braking scene can be understood as the behavior that a driver drives a vehicle to press down a brake when the vehicle is at different distances from an obstacle. Specifically, a proper number of people are required to drive the vehicle, and braking is performed under a scene of emergency braking, namely, the driven vehicle runs at a uniform speed in the direction of an obstacle, and an acceleration acquisition device is used for acquiring braking deceleration curves generated by braking when the driver removes the brake, wherein different drivers have different driving habits, so that the corresponding distances are different in control and the use conditions of the brake pedal are different, and therefore, it can be obtained that different drivers have different evaluation standards for driving comfort, and the acquired multiple braking deceleration curves need to be subjected to fitting processing so as to acquire the deceleration values which can make most of the drivers feel comfortable as far as possible, wherein the braking behavior data comprises behavior data when the driver steps on the brake heavily, steps on the brake lightly, steps on the brake at intervals and steps on the brake at a uniform speed.
Step S102, filtering a plurality of braking deceleration curves, and fitting the braking deceleration curves after filtering to obtain a reference deceleration curve;
it will be understood that the points falling on or floating around the reference deceleration curve, i.e. the deceleration values that most drivers feel comfortable, can also be seen as a range for the reference deceleration curve.
It should be noted that the reference deceleration curve is a curve plotted according to discrete data points, and is used to solve the problem that data obtained in engineering design or scientific experiments is often a table about discrete data points, and no analytic expression is used to describe the x-y relationship. The curve fitting method is that a data relation (mathematical model) is established by given discrete data points, a series of tiny straight line segments are solved to connect the interpolation points into a curve, and a smooth curve can be formed as long as the interval of the interpolation points is properly selected;
the filtering manner in this embodiment may be one of clipping filtering, median filtering, arithmetic mean filtering, recursive mean filtering, median mean filtering, clipping mean filtering, first-order lag filtering, weighted recursive mean filtering, jitter-eliminating filtering, or clipping jitter-eliminating filtering.
Step S103, acquiring an actual request deceleration curve generated when the AEB intervenes at the preset speed;
and step S104, taking the reference deceleration curve as an AEB request strategy to calibrate the AEB performance parameter so as to enable the coincidence rate of the actual requested deceleration curve and the reference deceleration curve to reach a target value.
The AEB system of the vehicle is adjusted by taking the reference deceleration curve as the AEB request strategy, so that the coincidence rate of the actual requested deceleration curve generated during the AEB intervention and the synthesized reference deceleration curve meets the requirement, and the AEB deceleration strategy is introduced into the vehicle AEB deceleration strategy, so that the actual braking effect of the AEB can be matched with the driving habit of a driver, and the comfort of the driver and passengers during the AEB intervention is improved.
In summary, in the AEB performance optimization method in the above embodiment of the present invention, braking behavior data taken when a vehicle travels at a preset speed in different simulated emergency braking scenes is obtained to simulate braking habits taken by different drivers when faced with roadblocks, a braking deceleration curve during emergency braking is measured, the collected braking deceleration curve is processed by data analysis software to analyze and generate a reference deceleration curve suitable for the current vehicle type, and an AEB actual request deceleration curve of the current vehicle type is formulated according to the reference deceleration curve obtained by simulated braking analysis, so that comfort of a driver and an occupant during AEB intervention is improved, forward inclination of a human body when AEB is triggered is reduced, and a technical problem that driving experience of the driver is reduced due to a large AEB requested deceleration in the prior art is solved.
Example two
Referring to fig. 2, the AEB performance optimization method in the second embodiment of the present invention includes the following steps:
step S11, obtaining braking behavior data taken when a vehicle runs at a preset speed under different simulated emergency braking scenes, and generating a plurality of braking deceleration curves according to the braking behavior data;
the simulated emergency braking scene can be understood as the behavior that a driver drives a vehicle to press down a brake when the vehicle is at different distances from an obstacle. Specifically, a suitable number of people are required to drive the vehicle, and braking is performed under a scene of emergency braking, that is, the driven vehicle travels at a uniform speed in the direction of the obstacle, and an acceleration acquisition device is used for acquiring braking deceleration curves generated by braking when the driver removes the brake, wherein different drivers have different driving habits, so that the corresponding distances are different in control and the using conditions of the brake pedal are different, so that it can be obtained that different drivers have different evaluation standards for driving comfort, and the acquired braking deceleration curves need to be fitted to acquire deceleration values which can make most of the drivers feel comfortable as far as possible, wherein the braking behavior data comprises behavior data when the driver steps on the brake heavily, steps on the brake lightly, steps on the brake intermittently and steps on the brake at a uniform speed.
Step S12, filtering the plurality of braking deceleration curves, and fitting the braking deceleration curves after filtering to obtain a reference deceleration curve;
it will be understood that the points falling on or floating around the reference deceleration curve, i.e. the deceleration values that most drivers feel comfortable, can also be seen as a range for the reference deceleration curve.
It should be noted that the reference deceleration curve is a curve plotted based on discrete data points, and is used to solve the problem that data obtained in engineering or scientific experiments is often a table of discrete data points, and there is no analytical expression to describe the x-y relationship. The curve fitting method is that a data relation (mathematical model) is established by given discrete data points, a series of tiny straight line segments are solved to connect the interpolation points into a curve, and a smooth curve can be formed as long as the interval of the interpolation points is properly selected;
the filtering manner in this embodiment may be one of clipping filtering, median filtering, arithmetic mean filtering, recursive mean filtering, median mean filtering, clipping mean filtering, first-order lag filtering, weighted recursive mean filtering, jitter-eliminating filtering, or clipping jitter-eliminating filtering.
Step S13, acquiring an actual requested deceleration curve generated when the vehicle intervenes in the AEB at the preset speed;
and step S14, taking the reference deceleration curve as an AEB request strategy to adjust the AEB performance parameter so that the coincidence rate of the actual requested deceleration curve and the reference deceleration curve reaches a target value.
The AEB system of the vehicle is adjusted by taking the reference deceleration curve as the AEB request strategy, so that the coincidence rate of the actual requested deceleration curve generated during the AEB intervention and the synthesized reference deceleration curve meets the requirement, and the AEB deceleration strategy is introduced into the vehicle AEB deceleration strategy, so that the actual braking effect of the AEB can be matched with the driving habit of a driver, and the comfort of the driver and passengers during the AEB intervention is improved.
Further, the step of adjusting the AEB performance parameter by using the reference deceleration curve as the AEB request policy specifically includes:
judging whether the vehicle triggers the ABS function under the AEB intervention state, and executing the following adjustment strategies according to the triggering condition of the ABS function:
judging whether the actual braking deceleration quantity of the vehicle caused by the ABS is lower than a first preset parameter or not in the state of ABS triggering;
if the actual braking deceleration quantity is lower than the first preset parameter, increasing the braking force of a brake pedal;
if the actual braking deceleration is higher than the first preset parameter, reducing the braking force of the brake pedal;
it should be noted that if the vehicle starts the ABS function, the braking deceleration curve is not changed well, so the actual braking deceleration is used to determine, wherein the braking force of the brake pedal is increased or decreased by adjusting the pedal-pressing stroke, force and duration, and all of these 3 affect the braking force of the brake pedal.
Judging whether the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within a preset range or not in a state that the ABS is not triggered;
if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is not in the preset range, readjusting the brake pedal braking force until the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is in the preset range;
and if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within the preset range, outputting the actual requested deceleration curve.
It will be appreciated that in the absence of ABS activation, the brake deceleration profile is not disturbed by the ABS, and the actual requested deceleration profile of the vehicle can be directly compared to the reference deceleration profile, indicating that the AEB actual requested deceleration profile is satisfactory if the actual requested deceleration profile is within the floating range of the reference deceleration profile, and readjusting the AEB performance parameters to bring the actual requested deceleration profile within the floating range of the reference deceleration profile if it is not within the preset range.
Further, after the steps of determining whether the vehicle simultaneously triggers the ABS function in the AEB-mediated state and executing the following adjustment strategy according to the triggering condition of the ABS function, the method further includes:
detecting whether the forward inclination angle of the driver is larger than a second preset parameter or not;
and if the forward inclination angle is larger than the second preset parameter, reducing the braking force of the brake pedal.
The second preset parameter can be set according to different vehicle types, and is not limited herein.
Further, after the step of detecting whether the forward inclination angle of the driver is greater than a second preset parameter, the method further includes:
judging whether the vehicle collides with an obstacle in the AEB intervening state, and executing the following adjustment strategies according to the collision condition of the vehicle:
when the vehicle collides with the obstacle, judging whether the AEB braking deceleration quantity is lower than a third preset parameter or not;
if the AEB braking deceleration quantity is lower than the third preset parameter, increasing the braking force of a brake pedal;
if the AEB braking deceleration is higher than the third preset parameter, outputting the actual requested deceleration curve;
it can be understood that in some special driving scenarios, due to the limitation of AEB distance detection and braking response, it is often difficult to avoid collision with an obstacle, and therefore, for unavoidable accidents, it is necessary to reduce deceleration of a vehicle when the vehicle collides as much as possible to reduce loss caused by the collision.
It should be noted that, in the actual test process, when the vehicle is running at a speed greater than 40km/h, if the AEB braking deceleration measure is greater than or equal to 20km/h, the basic requirements are met, and if the AEB braking deceleration measure is less than 20km/h, the test in the scene is stopped.
When the vehicle and the barrier do not collide, judging whether the actual braking distance is lower than a fourth preset parameter or not;
if the actual braking distance is lower than the fourth preset parameter, increasing the braking force of the brake pedal;
and if the actual braking distance is higher than the fourth preset parameter, reducing the braking force of the brake pedal.
Understandably, for a scene that the vehicle does not collide with the obstacle, the braking distance of the AEB needs to be controlled, namely, the AEB cannot be too far away or too close, so as to ensure the driving safety of the vehicle.
In summary, in the AEB performance optimization method in the above embodiment of the present invention, braking behavior data taken when a vehicle travels at a preset speed in different simulated emergency braking scenes is obtained to simulate braking habits taken by different drivers when faced with roadblocks, a braking deceleration curve during emergency braking is measured, the collected braking deceleration curve is processed by data analysis software to analyze and generate a reference deceleration curve suitable for the current vehicle type, and an AEB actual request deceleration curve of the current vehicle type is formulated according to the reference deceleration curve obtained by simulated braking analysis, so that comfort of a driver and an occupant during AEB intervention is improved, forward inclination of a human body when AEB is triggered is reduced, and a technical problem that driving experience of the driver is reduced due to a large AEB requested deceleration in the prior art is solved.
EXAMPLE III
The present invention also provides an AEB performance optimization system, as shown in fig. 3, the system includes:
the first acquisition module 10 is configured to acquire braking behavior data taken when a vehicle runs at a preset speed under different simulated emergency braking scenes, and generate a plurality of braking deceleration curves according to the braking behavior data;
the processing module 20 is configured to filter the plurality of braking deceleration curves, and perform fitting processing on the filtered braking deceleration curves to obtain a reference deceleration curve;
a second obtaining module 30, configured to obtain an actual requested deceleration curve generated when the vehicle engages in the AEB at the preset speed;
and an adjusting module 40, configured to adjust the AEB performance parameter by using the reference deceleration curve as an AEB request strategy, so that a coincidence rate of the actual requested deceleration curve and the reference deceleration curve reaches a target value.
Further, the tuning module 40 includes:
the first judgment unit is used for judging whether the actual braking deceleration quantity of the vehicle caused by the ABS is lower than a first preset parameter or not in the ABS triggered state;
the first adjusting unit is used for increasing the braking force of the brake pedal if the actual braking deceleration amount is lower than the first preset parameter;
the second adjusting unit is used for reducing the braking force of the brake pedal if the actual braking deceleration is higher than the first preset parameter;
a second determination unit configured to determine whether a coincidence ratio between the actual requested deceleration profile and the reference deceleration profile is within a preset range in a state where the ABS is not triggered;
a third adjusting unit, configured to readjust the brake pedal braking force until the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within the preset range if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is not within the preset range;
a fourth tuning unit configured to output the actually requested deceleration profile if a coincidence ratio between the actually requested deceleration profile and the reference deceleration profile is within the preset range.
Further, the system further comprises:
the second judgment module is used for detecting whether the anteversion angle of the driver is larger than a second preset parameter;
and the second adjusting module is used for reducing the braking force of the brake pedal if the forward inclination angle is greater than the second preset parameter.
Further, the system further comprises:
the third judgment unit is used for judging whether the AEB braking deceleration quantity is lower than a third preset parameter or not when the vehicle collides with the obstacle;
the fifth adjusting unit is used for increasing the braking force of a brake pedal if the AEB braking deceleration is lower than the third preset parameter;
a sixth adjusting unit, configured to output the actual requested deceleration curve if the AEB braking deceleration is higher than the third preset parameter;
the fourth judging unit is used for judging whether the actual braking distance is lower than a fourth preset parameter or not when the vehicle and the barrier do not collide;
the seventh adjusting and correcting unit is used for increasing the braking force of the brake pedal if the actual braking distance is lower than the fourth preset parameter;
and the eighth adjusting and correcting unit is used for reducing the braking force of the brake pedal if the actual braking distance is higher than the fourth preset parameter.
In summary, in the AEB performance optimization system in the above embodiment of the present invention, braking behavior data taken when a vehicle travels at a preset speed in different simulated emergency braking scenes is obtained to simulate braking habits taken by different drivers when faced with roadblocks, a braking deceleration curve during emergency braking is measured, the collected braking deceleration curve is processed by data analysis software to analyze and generate a reference deceleration curve suitable for the current vehicle type, and an AEB actual request deceleration curve of the current vehicle type is formulated according to the reference deceleration curve obtained by simulated braking analysis, so that comfort of a driver and an occupant during AEB intervention is improved, forward inclination of a human body when AEB is triggered is reduced, and a technical problem that driving experience of the driver is reduced due to a large deceleration requested by AEB in the prior art is solved.
Example four
The invention also proposes a readable storage medium on which a computer program is stored which, when executed by a processor, implements the AEB performance optimization method described above.
EXAMPLE five
The invention also proposes a computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the above-mentioned AEB performance optimization method when executing the computer program.
Those of skill in the art will understand that the logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be viewed as implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device.
More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following technologies, which are well known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
All possible combinations of the technical features of the above embodiments may not be described for the sake of brevity, but should be considered as within the scope of the present disclosure as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is specific and detailed, but not to be understood as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent application shall be subject to the appended claims.
Claims (10)
1. A method of AEB performance optimization, the method comprising:
the method comprises the steps of obtaining braking behavior data adopted when a vehicle runs at a preset speed under different simulated emergency braking scenes, and generating a plurality of braking deceleration curves according to the braking behavior data;
filtering the plurality of braking deceleration curves, and fitting the braking deceleration curves after filtering to obtain a reference deceleration curve;
acquiring an actual requested deceleration curve generated when the AEB intervenes at the preset speed;
and adjusting the AEB performance parameter by taking the reference deceleration curve as an AEB request strategy so as to enable the coincidence rate of the actual requested deceleration curve and the reference deceleration curve to reach a target value.
2. The AEB performance optimization method of claim 1, wherein the braking behavior data comprises behavior data when heavy braking, light braking, interval braking, and constant speed braking.
3. The AEB performance optimization method of claim 1, wherein the step of tuning the AEB performance parameter using the reference deceleration profile as an AEB request strategy specifically comprises:
judging whether the vehicle triggers the ABS function under the AEB intervention state, and executing the following adjustment strategies according to the triggering condition of the ABS function:
judging whether the actual braking deceleration quantity of the vehicle caused by the ABS is lower than a first preset parameter or not in the state of ABS triggering;
if the actual braking deceleration quantity is lower than the first preset parameter, increasing the braking force of a brake pedal;
if the actual braking deceleration is higher than the first preset parameter, reducing the braking force of a brake pedal;
judging whether the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within a preset range or not in a state that the ABS is not triggered;
if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is not in the preset range, readjusting the braking force of the brake pedal until the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is in the preset range;
and if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within the preset range, outputting the actual requested deceleration curve.
4. The AEB performance optimization method of claim 3, wherein after the steps of determining whether the vehicle is simultaneously triggering ABS functions in an AEB-intervened state, and performing the following adjustment strategy according to the triggering of ABS functions, the method further comprises:
detecting whether the forward inclination angle of the driver is larger than a second preset parameter or not;
and if the forward inclination angle is larger than the second preset parameter, reducing the braking force of the brake pedal.
5. The AEB performance optimization method of claim 4, wherein after the step of detecting whether the driver's forward rake angle is greater than a second preset parameter, the method further comprises:
judging whether the vehicle collides with an obstacle in the AEB intervened state or not, and executing the following adjustment strategies according to the collision condition of the vehicle:
when the vehicle collides with the obstacle, judging whether the AEB braking deceleration quantity is lower than a third preset parameter or not;
if the AEB braking deceleration is lower than the third preset parameter, increasing the braking force of a brake pedal;
if the AEB braking deceleration is higher than the third preset parameter, outputting the actual requested deceleration curve;
when the vehicle and the barrier do not collide, judging whether the actual braking distance is lower than a fourth preset parameter or not;
if the actual braking distance is lower than the fourth preset parameter, increasing the braking force of the brake pedal;
and if the actual braking distance is higher than the fourth preset parameter, reducing the braking force of the brake pedal.
6. An AEB performance optimization system, comprising:
the system comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring braking behavior data adopted when a vehicle runs at a preset speed under different simulated emergency braking scenes and generating a plurality of braking deceleration curves according to the braking behavior data;
the processing module is used for filtering the plurality of braking deceleration curves and fitting the braking deceleration curves after filtering to obtain a reference deceleration curve;
the second acquisition module is used for acquiring an actual requested deceleration curve generated when the AEB intervenes at the preset speed;
and the adjusting module is used for adjusting the AEB performance parameters by taking the reference deceleration curve as an AEB request strategy so as to enable the coincidence rate of the actual requested deceleration curve and the reference deceleration curve to reach a target value.
7. The AEB performance optimization system of claim 6, wherein the tuning module comprises:
the first judgment unit is used for judging whether the actual braking deceleration quantity of the vehicle caused by the ABS is lower than a first preset parameter or not in the state that the ABS is triggered;
the first adjusting unit is used for increasing the braking force of the brake pedal if the actual braking deceleration amount is lower than the first preset parameter;
the second adjusting unit is used for reducing the braking force of the brake pedal if the actual braking deceleration is higher than the first preset parameter;
a second determination unit configured to determine whether a coincidence ratio between the actual requested deceleration curve and the reference deceleration curve is within a preset range in a state where the ABS is not triggered;
a third adjusting unit, configured to readjust the brake pedal braking force until the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is within the preset range if the coincidence rate between the actual requested deceleration curve and the reference deceleration curve is not within the preset range;
a fourth calibration unit configured to output the actual requested deceleration curve if a coincidence ratio between the actual requested deceleration curve and the reference deceleration curve is within the preset range.
8. The AEB performance optimization system of claim 6, wherein the system further comprises:
the second judgment module is used for detecting whether the anteversion angle of the driver is larger than a second preset parameter;
and the second adjusting module is used for reducing the braking force of the brake pedal if the forward inclination angle is greater than the second preset parameter.
9. A readable storage medium on which a computer program is stored, which program, when executed by a processor, implements the AEB performance optimization method of any one of claims 1 to 5.
10. A computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor when executing the computer program implements the AEB performance optimization method of any one of claims 1 to 5.
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