CN111907492A - Vehicle AEB system control method and device - Google Patents
Vehicle AEB system control method and device Download PDFInfo
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- CN111907492A CN111907492A CN202010764762.4A CN202010764762A CN111907492A CN 111907492 A CN111907492 A CN 111907492A CN 202010764762 A CN202010764762 A CN 202010764762A CN 111907492 A CN111907492 A CN 111907492A
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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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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Abstract
The invention discloses a control method and a control device of an AEB system of a vehicle, wherein the AEB system has two working modes, namely a first mode and a second mode, and the first mode supports the output of an early warning signal and a braking signal; the second mode only supports the output of the early warning signal; the control method comprises the following steps: s1: detecting whether the IMU system is normally started, and if so, entering S20; if not, the AEB system operates in the second mode; s20: acquiring attitude information of the vehicle, judging whether the attitude information exceeds a threshold value, and if so, operating the AEB system in a second mode; if not, go to S21; s21: the AEB system works in a first mode, calculates a braking threshold value according to attitude information, and outputs a corresponding early warning signal and a corresponding braking signal according to the braking threshold value; by adopting the control method, the AEB system can be adaptive to the current state of the vehicle, and the first mode or the second mode can be automatically selected to work, so that the automatic protection effect of the AEB system is maximally ensured.
Description
Technical Field
The invention relates to the technical field of vehicle AEB system control, in particular to a vehicle AEB system control method and device.
Background
Along with the increase of the automobile keeping quantity year by year, the incidence rate of traffic accidents is also obviously improved, and people pay more and more attention to the automobile safety. In the process, a plurality of safety measures are brought to the traffic in the field of automobile safety. An automatic Emergency Braking system (also called AEB system) is an active safety Braking system used in a scene with a collision risk. In the event of a collision risk, the AEB system may provide an alarm and braking operation depending on the level of danger.
The conventional AEB system has many defects in the aspect of the formulation of a treatment strategy of dangerous working conditions, and mainly shows that the application scene is generally single, the environment and the vehicle body condition are not fully considered, for example, when the road surface has a slope, the slope of the road surface has influence on relative friction, and if the AEB system also executes an automatic braking function according to normal road surface environment parameters, a vehicle sliding or a vehicle overturning accident may occur.
Disclosure of Invention
The invention aims to provide a control method of an AEB system of a vehicle, so that the AEB system can automatically adjust a control strategy according to the current state of the vehicle and guarantee the driving safety.
Another objective of the present invention is to provide a control apparatus for an AEB system of a vehicle, so that the AEB system can automatically adjust a control strategy according to the current state of the vehicle, thereby ensuring driving safety.
In order to achieve the aim, the invention discloses a vehicle AEB system control method, wherein an IMU system is installed on a vehicle, the AEB system has two working modes, namely a first mode and a second mode, and the first mode supports the output of an early warning signal and a braking signal; the second mode supports the output of an early warning signal and inhibits the output of a braking signal; the control method comprises the following steps:
s1: when the vehicle is started, detecting whether the IMU system is normally started, if so, entering S20; if not, controlling the AEB system to work in a second mode;
s20: acquiring attitude information of a vehicle through the IMU system, judging whether the attitude information exceeds a threshold value, and if so, controlling the AEB system to work in a second mode; if not, go to S21;
s21: and controlling the AEB system to work in a first mode, calculating a braking threshold value according to the attitude information, and outputting a corresponding early warning signal and a corresponding braking signal by the AEB system according to the calculated braking threshold value.
Compared with the prior art, the AEB system of the vehicle control method comprises two groups of working modes, when the vehicle is started, whether the IMU system is normally started or not is firstly checked, if the IMU system cannot be normally started, the attitude information of the vehicle cannot be obtained, and at the moment, the AEB system works in the second mode, namely only an early warning signal can be sent out, and a braking signal cannot be sent out so as to prevent accidents; under the normal condition of the IMU system, if the attitude information of the vehicle acquired from the IMU system exceeds a threshold value, the current state of the vehicle is not suitable for emergency braking, so the AEB system still works in a second mode; when the attitude information is in the normal range, the AEB system works in the first mode, and the AEB system outputs corresponding early warning signals and braking signals according to the braking threshold calculated by the attitude information, so that the active protection work of the AEB system is matched with the current state of the vehicle, the protection effect of the AEB system is further exerted to the maximum extent, and the driving safety is improved.
Preferably, the attitude information includes a pitch angle that measures a front-rear tilt angle of the vehicle, a threshold value a of the pitch angle satisfies the following formula,
g(sinα+μcosα)＝Ego_Decelmax，
wherein, Ego _ DecelmaxMu is the adhesion coefficient of the road surface on which the vehicle body is located, and is the maximum braking deceleration which can be achieved by the vehicle on the horizontal road surface; and if the theta is not larger than alpha, calculating the braking threshold value according to the theta.
Preferably, in S21, the braking threshold includes a braking time threshold TB and a current maximum braking deceleration Decel of the vehicle body, where TB is a current relative speed V with the collision targetvelThe calculation formula of the Decel and the TB is as follows,
Decel＝g(sinθ+μcosθ)，
Preferably, after the braking time threshold TB is calculated, the magnitude relationship between TB and a collision risk parameter TTC may also be determined, where TTC is the ratio of the relative distance between the front and rear vehicles to the relative speed, and when TTC is less than or equal to TB, the AEB system operates in the first mode; when the TTC is larger than TB, the AEB system works in the second mode or stops outputting the early warning signal and the braking signal at the same time.
Preferably, said attitude information further comprises a yaw rate measuring the curvature of the turning trajectory of the vehicle, said threshold yawrate of yaw rate satisfying the following formula,
wherein V is the current vehicle speed and R is a curvature radius constant.
Preferably, in S1, when the IMU system is detected to be normally started, S30 may be entered simultaneously;
s30: detecting and obtaining tire information of a current vehicle through a TPMS (tire pressure monitoring system) on the vehicle, wherein the tire information comprises one or more of tire pressure information, temperature information and tire pressure difference information, judging whether the tire information exceeds a threshold value, and if not, entering S21; if so, controlling the AEB system to operate in the second mode.
Preferably, when the vehicle speed is greater than a preset value, the influence of the tire information on the output of the AEB system is suppressed.
Preferably, when the tire information crosses the threshold, it is also determined whether the abnormal tire belongs to the front axle wheel, and if so,
the AEB system operates in a second mode; if not, then
The AEB system operates in the first mode and the currently abnormal tire and the tire coaxial therewith do not participate in braking.
Preferably, the method further comprises the step of performing information data filtering on the attitude information and/or the tire information:
taking the information data of the received first information period as effective data, and inputting the effective data into a calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period;
starting from the second information period, judging whether the information data of the current information period is positioned in the current filtering threshold range, if so,
using the current information data as effective data, and inputting the current information data into the calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period; if the result is no, then,
and an upper limit value or a lower limit value of the current filtering threshold value is used as effective data, and the filtering threshold value of the current information period is used as the filtering threshold value of the next information period.
Preferably, the calculation model is [ n-t, n + t ], where n is currently received information data and t is a predetermined known data.
The invention also discloses a vehicle AEB system control device, which comprises a control unit, a first parameter acquisition unit, a detection unit and a first judgment unit, wherein the first parameter acquisition unit, the detection unit and the first judgment unit are electrically connected with the control unit;
the first parameter acquisition unit is used for acquiring the current attitude information of the vehicle;
the detection unit is used for detecting whether the first parameter acquisition unit is normally started;
the first judging unit is used for judging whether the attitude information acquired by the first parameter acquiring unit exceeds a threshold value;
the control unit controls the AEB system to select to work in the first mode or the second mode according to the feedback of the detection unit and the first judgment unit;
when the AEB system is in the first mode, the control unit calculates a braking threshold according to the attitude information acquired by the first parameter acquisition unit, and the AEB system can output corresponding early warning signals and braking signals according to the calculated braking threshold.
Preferably, the attitude information includes a pitch angle that measures a front-rear tilt angle of the vehicle, a threshold value a of the pitch angle satisfies the following formula,
g(sinα+μcosα)＝Ego_Decelmax，
wherein, Ego _ DecelmaxMu is the adhesion coefficient of the road surface on which the vehicle body is located, and is the maximum braking deceleration which can be achieved by the vehicle on the horizontal road surface; the current pitch angle of the vehicle acquired by the first parameter acquisition unit is theta, and if theta is not larger than alpha, the control unit calculates the braking threshold according to theta.
Preferably, the braking threshold comprises a braking time threshold TB and the current maximum braking deceleration Decel of the vehicle body, wherein TB is the current relative speed V with the collision targetvelThe calculation formula of the Decel and the TB is as follows,
Decel＝g(sinθ+μcosθ)，
Preferably, the system further comprises a second parameter obtaining unit and a second judging unit;
the second reference acquisition unit is used for acquiring a collision risk parameter TTC, wherein the TTC is the ratio of the relative distance between the current vehicle and the front vehicle to the relative speed;
the second judging unit is used for judging the size relationship between the TTC and the TB;
when the TTC is smaller than or equal to the TB, the control unit controls the AEB system to be started normally, and when the TTC is larger than the TB, the control unit controls the AEB system to be closed.
Preferably, said attitude information further comprises a yaw rate measuring the curvature of the turning trajectory of the vehicle, said threshold yawrate of yaw rate satisfying the following formula,
wherein V is the current vehicle speed and R is a curvature radius constant.
Preferably, the tire monitoring system further comprises a third parameter obtaining unit and a third judging unit, wherein the third parameter obtaining unit is electrically connected with the control unit, the third parameter obtaining unit is used for obtaining current tire information of a vehicle, the tire information comprises one or more of tire pressure information, temperature information and tire pressure difference information, and the third judging unit is used for judging whether the tire information exceeds a threshold value; the control unit can also control the AEB system to select to work in the first mode or the second mode according to the feedback of the third judging unit.
Preferably, the control unit suppresses the influence of the tire information on the output of the AEB system when the vehicle speed is greater than a preset value.
Preferably, the tire monitoring device further comprises a fourth judging unit for judging whether the abnormal tire belongs to the front axle wheel or not, if so,
the control unit controls the AEB system to work in a second mode; if not, then
The control unit controls the AEB system to operate in the first mode, and the current abnormal tire and the tire coaxial therewith do not participate in braking.
Preferably, the tire information monitoring device further comprises a filtering unit for performing information data filtering on the attitude information and/or the tire information, wherein the filtering unit comprises a first data processing module, a second data processing module and a comparison module;
the first data processing module is used for taking the received information data of the first information period as effective data and inputting the effective data into a preset calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period;
the comparison module is used for comparing and judging whether the information data of the current information period is within the current filtering threshold range from the second information period;
when the comparison module outputs a positive result, the second data processing module is used for using the current information data as effective data and inputting the current information data into the calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period;
and when the output result of the comparison module is negative, the second data processing module is used for making the upper limit value or the lower limit value of the current filtering threshold value as effective data for use, and taking the filtering threshold value of the current information period as the filtering threshold value of the next information period.
Preferably, the calculation model is [ n-t, n + t ], where n is currently received information data and t is a predetermined known data.
The invention also discloses a vehicle AEB system control apparatus comprising one or more processors, memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the programs comprising instructions for performing the vehicle AEB system control method as described above.
The present invention also discloses a computer readable storage medium comprising a test computer program executable by a processor to perform the vehicle AEB system control method as described above.
Drawings
FIG. 1 is a flow chart of a vehicle AEB system control method according to an embodiment of the invention.
Fig. 2 is a schematic diagram of a vehicle AEB system control apparatus according to an embodiment of the present invention.
Fig. 3 is a schematic view showing the distribution of tires of a vehicle having two axles in which the front axle tires are abnormal in the embodiment of the present invention.
Fig. 4 is a schematic view showing the distribution of tires of a vehicle having two axles in which rear axle tires are abnormal in the embodiment of the present invention.
Fig. 5 is a schematic view showing the distribution of tires of a vehicle having three wheel axles in which the front axle tires are abnormal in the embodiment of the present invention.
Fig. 6 is a schematic view showing the distribution of tires of a vehicle having three wheel axles in which an abnormality occurs in the intermediate axle tire according to an embodiment of the present invention.
Fig. 7 is a schematic view showing the distribution of tires of a vehicle having three wheel axles in which rear axle tires are abnormal in the embodiment of the present invention.
Detailed Description
In order to explain technical contents, structural features, and objects and effects of the present invention in detail, the following detailed description is given with reference to the accompanying drawings in conjunction with the embodiments.
In order to avoid safety accidents caused by braking of an AEB system, as shown in FIG. 1, the invention discloses a vehicle AEB system control method, wherein an IMU system (vehicle inertia measurement system) is installed on a vehicle, the IMU system can be derived from a vehicle body and/or a camera, the AEB system has two working modes, namely a first mode and a second mode, and the first mode supports output of an early warning signal and a braking signal; the second mode supports the output of the early warning signal and inhibits the output of the braking signal; specifically, the control method comprises the following steps:
s1: when the vehicle is started, detecting whether the IMU system is normally started, if so, entering S20; if not, controlling the AEB system to work in a second mode;
s20: acquiring attitude information of the vehicle through an IMU system, judging whether the attitude information exceeds a threshold (including an upper limit value and a lower limit value), and if so, enabling the AEB system to work in a second mode; if not, go to S21;
s21: the AEB system works in a first mode, calculates a braking threshold value according to the attitude information, and outputs corresponding early warning signals and braking signals according to the calculated braking threshold value.
In the control method, when the vehicle is started, whether the IMU system is normally started is firstly detected, if the IMU system cannot be normally started and the attitude information of the vehicle cannot be obtained, the AEB system cannot acquire the attitude information of the vehicle and cannot output a proper braking signal, so that only the early warning signal is output at the moment. In addition, after the IMU system is normally started, output information of the IMU system can be further verified, if the verification is wrong, fault prompt information is output, and the AEB system still works in the second mode. If the verification is passed, the IMU system can correctly output information, attitude information of the vehicle is obtained in real time through the IMU system, after the attitude information is obtained, whether the attitude information crosses a threshold value is judged, if the attitude information crosses the threshold value, the vehicle is in an abnormal state at present and is not suitable for emergency braking, therefore, the AEB system works in a second mode, if the attitude information does not cross the threshold value, the AEB system works in a first mode, a braking threshold value of the vehicle in the current state is calculated according to the attitude information, and if an emergency occurs, the AEB system outputs corresponding early warning signals and braking signals according to the calculated braking threshold value.
Specifically, the attitude information in the above-described embodiment includes the pitch angle that measures the front-rear tilt angle of the vehicle, the threshold value α of the pitch angle satisfies the following formula,
g(sinα+μcosα)＝Ego_Decelmax，
wherein, Ego _ DecelmaxThe method comprises the steps that the maximum braking deceleration (preset constant value) which can be achieved by a vehicle on a horizontal road surface is achieved, mu is an adhesion coefficient of the road surface where a vehicle body is located, the current pitch angle of the vehicle obtained by an IMU system is theta, and if theta is smaller than or equal to alpha, a braking threshold value is calculated according to theta. In this embodiment, mu can take the friction coefficient of the asphalt pavement under the dry condition to satisfy the driving requirements of vehicles under most conditions, in addition, mu can also be set to be adjustable, the friction coefficients of various pavements can be preset, and drivers can adjust according to pavement characteristics.In Ego _ DecelmaxAnd μ is known, the value of α can be calculated.
More specifically, the braking threshold value comprises a braking time threshold value TB and the current maximum braking deceleration Decel of the vehicle body, wherein TB is the current relative speed V with the collision targetvelAnd under the condition, the vehicle decelerates to stop for the required time in Decel, namely the AEB system determines when to output the early warning signal and the braking signal according to TB, and controls the vehicle body to decelerate in Decel when outputting the braking signal. Therefore, by the control method in the embodiment, the AEB system can adapt to the current state of the vehicle, and automatically select to use the first mode or the second mode to operate according to the current state of the vehicle, that is: when the current state of the vehicle is not suitable for emergency braking, the AEB system is only used for early warning, and when the current state of the vehicle supports emergency braking, the AEB system can also send out early warning signals and braking signals matched with the current vehicle condition and environment, so that the automatic protection function of the AEB system is guaranteed to the maximum extent, and safety accidents caused by emergency braking of the AEB system are avoided.
The calculation formulas of Decel and TB in the above embodiments are preferably as follows,
Decel＝g(sinθ+μcosθ)，
In addition, after a braking time threshold TB is calculated, the size relation between the TB and a collision risk parameter TTC can be further judged, the TTC is the ratio of the relative distance and the relative speed between front and rear vehicles (the relative distance and the relative speed data are both provided by a vehicle body sensor), when the TTC is smaller than or equal to the TB, the current collision risk is high, the AEB system works in a first mode, namely, corresponding early warning signals and braking signals are output according to the time threshold TB to perform emergency braking; and when the TTC is greater than the TB, the current collision risk is low, the AEB system can work in a second mode, namely only outputs the corresponding early warning signal according to the risk degree without emergency braking, or the AEB system stops outputting the early warning signal and the braking signal at the same time and is completely operated by a driver.
Further, the attitude information further includes a yaw rate that measures the camber of the turning trajectory of the vehicle, the threshold yawrate of the yaw rate satisfies the following formula,
wherein, V is the speed of the current vehicle, and R is the curvature radius constant, and in this embodiment, according to the industry regulation demand, the R value is 150.
The AEB system operates in the second mode when the real-time yaw rate of the vehicle crosses threshold yawrate, and calculates the braking threshold based on the current pitch angle of the vehicle when the real-time yaw rate of the vehicle does not cross threshold yawrate, yawrate not participating in the calculation of the braking threshold.
In another preferred embodiment of the AEB system control method of a vehicle according to the present invention, the AEB system may further adjust the control strategy according to the feedback of the TPMS (tire pressure monitoring system) installed in the vehicle, and specifically, in the above step S1, when the normal start of the IMU system is detected, the process may also proceed to step S30;
s30: detecting and obtaining tire information of a current vehicle through a TPMS (tire pressure monitoring system) on the vehicle, wherein the tire information comprises one or more of tire pressure information, temperature information and tire pressure difference information, judging whether the tire information exceeds a threshold value, and if not, entering S21; if so, the AEB system operates in the second mode. In the embodiment, the AEB system adjusts the control strategy according to the current tire condition of the vehicle, namely, when the tire pressure of the vehicle is seriously insufficient (the tire pressure exceeds a lower limit threshold), the output of the braking signal of the AEB system is inhibited; when the tire pressures of the respective tires are seriously uneven (the tire pressure difference crosses the upper limit threshold), inhibiting the output of the AEB system brake signal; inhibiting the output of the AEB system braking signal when the wheel tire temperature is too high (the temperature crosses the upper threshold); in addition, when the TPMS is detected to have a fault, the AEB system also inhibits the output of the braking signal of the AEB system, only outputs the early warning signal and provides fault prompt information. Therefore, the AEB system can adaptively adjust the control strategy according to the current tire state of the vehicle so as to avoid accidents caused by emergency braking when the tire is in an abnormal working state, thereby further improving the safety protection performance of the AEB system. Preferably, when the vehicle speed is greater than a preset value, for example, greater than 100km/h, the influence of the tire information on the output of the AEB system is suppressed, that is, when the vehicle speed is greater than the preset value, the AEB system operates without being influenced by the tire information.
For a vehicle, when the tire of the front axle is abnormal, if emergency braking is performed, additional pressure is generated on the tire of the front axle, which may cause tire burst and safety accidents, and when the tire of the rear axle or the middle axle is abnormal, the tires of other axles can be selected to be used for braking, therefore, preferably, when the tire information is detected to exceed the threshold value, whether the abnormal tire belongs to the wheel of the front axle or not can be judged, if yes,
the AEB system works in a second mode, namely the AEB system does not output a braking signal and only outputs an early warning signal; if not, then
The AEB system operates in the first mode and the currently abnormal tire and the tire coaxial therewith do not participate in braking.
As shown in fig. 3, the automobile includes a front axle a1 and a rear axle a2, and if an abnormality occurs in a tire a10 on the front axle a2, all tires cannot participate in braking, so the AEB system does not output a braking signal. As shown in fig. 4, when an abnormality occurs in the rear axle a2 with a tire a20 on the wheel, the AEB system still operates in the first mode, and when the AEB system signals braking, only two tires on the front axle a1 are engaged and neither tire on the rear axle a2 is engaged.
As shown in fig. 5, the automobile includes a front axle b1, an intermediate axle b2 and a rear axle b3, and if an abnormality occurs in the tire b10 on the front axle b1, all the tires cannot participate in braking, so the AEB system does not output a braking signal. As shown in fig. 6, when an abnormality occurs in the tire b20 on the intermediate shaft b2, the AEB system operates in the first mode, and when the AEB system signals braking, the tires on the front shaft b1 and the rear shaft b3 participate in braking, and the tires on the intermediate shaft b2 do not participate in braking. As shown in fig. 7, the AEB system operates in the first mode when an anomaly occurs in the tire b30 on the rear axle b3, and when the AEB system signals braking, the tires on the front axle b1 and the intermediate axle b2 are engaged in braking and the tires on the rear axle are not engaged in braking.
In addition, as shown in fig. 1, in order to avoid the AEB system from being interfered by the abnormal signal, the method for controlling the AEB system of the vehicle according to the present invention further includes the step of performing information data filtering on the acquired attitude information and/or tire information:
taking the information data of the received first information period as effective data, and inputting the effective data into a calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period;
starting from the second information period, judging whether the information data of the current information period is positioned in the current filtering threshold range, if so,
using the current information data as effective data, and inputting the current information data into the calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period; if not, then
And an upper limit value or a lower limit value of the current filtering threshold value is used as effective data, and the filtering threshold value of the current information period is used as the filtering threshold value of the next information period.
Preferably, the calculation model in the above embodiment is [ n-t, n + t ], where n is the information data of the current information period and t is a predetermined known data.
The following describes in detail a specific process of filtering the information data by taking the attitude information received by the IMU system as an example:
setting t in the calculation model as 2, setting the attitude information data received in the first information period as 4, and setting 4 as effective data for judging the information data of the AEB system working mode; substituting 4 into the calculation model to obtain the upper limit value of the filtering threshold value of the next information period as 6 and the lower limit value as 2, so that the filtering threshold value range of the next information period is [2, 6 ].
If the pose information data received for the second information period is 3, since 3 e [2, 6]]Therefore, substituting 3 into the calculation model while using 3 as valid data of the current information cycle results in the filtering threshold range [1, 5 ] of the next information cycle]. If the attitude information data received in the second information period is 100, because
Therefore, the upper limit value 5 of the filtering threshold value of the information cycle is used as effective data, and the filtering threshold value range of the next information cycle is still [1, 5 ]]。
As shown in fig. 2, the present invention further discloses a vehicle AEB system control device, which includes a control unit, and a first parameter obtaining unit, a second parameter obtaining unit, a detecting unit, a first judging unit and a second judging unit electrically connected to the control unit, wherein the AEB system has a first mode and a second mode, the first mode supports the output of the warning signal and the brake signal, and the second mode supports the output of the warning signal and suppresses the output of the brake signal. The first parameter acquisition unit is used for acquiring current attitude information of the vehicle, the detection unit is used for detecting whether the first parameter acquisition unit is normally started or not, the first judgment unit is used for judging whether the attitude information acquired by the first parameter acquisition unit exceeds a threshold value or not, and the control unit controls the AEB system to select to work in a first mode or a second mode according to feedback of the detection unit and the first judgment unit. When the AEB system is in the first mode, the control unit calculates a braking threshold value according to the attitude information acquired by the first parameter acquisition unit, and the AEB system can output corresponding early warning signals and braking signals according to the calculated braking threshold value.
The attitude information includes a pitch angle for measuring a front-rear tilt angle of the vehicle, a threshold value alpha of the pitch angle satisfies the following formula,
g(sinα+μcosα)＝Ego_Decelmax，
wherein, Ego _ DecelmaxMu is the adhesion coefficient of the road surface on which the vehicle body is located, and is the maximum braking deceleration which can be achieved by the vehicle on the horizontal road surface; the current pitch angle of the vehicle acquired by the first parameter acquisition unit is theta, and if theta is smaller than or equal to alpha, the control unit calculates a braking threshold value according to theta.
The braking threshold value comprises a braking time threshold value TB and the current maximum braking deceleration Decel of the vehicle body, wherein TB is the relative speed V between the current vehicle and the collision targetvelThe calculation formula of the Decel and TB is as follows,
Decel＝g(sinθ+μcosθ)，
The vehicle AEB system control device further comprises a second parameter acquisition unit and a second judgment unit.
The second reference acquisition unit is used for acquiring a collision risk parameter TTC, wherein the TTC is the ratio of the relative distance between the current vehicle and the front vehicle to the relative speed; the second judging unit is used for judging the size relationship between the TTC and the TB. When the TTC is smaller than or equal to TB, the control unit controls the AEB system to be started normally, and when the TTC is larger than TB, the control unit controls the AEB system to be closed.
The AEB system control device for the vehicle further comprises a third parameter acquisition unit and a third judgment unit which are electrically connected with the control unit. The third parameter obtaining unit is used for obtaining current tire information of the vehicle, the tire information comprises one or more of tire pressure information, temperature information and tire pressure difference information, the third judging unit is used for judging whether the tire information crosses a threshold value, and the control unit can also select to work in the first mode or the second mode according to a feedback AEB system of the third judging unit.
Preferably, the AEB system control device for a vehicle of the present invention further includes a fourth judging unit for judging whether an abnormal tire belongs to the front axle wheel, and if so,
the control unit controls the AEB system to work in a second mode; if not, then
The control unit controls the AEB system to operate in the first mode, and the currently abnormal tire and the tire coaxial therewith do not participate in braking.
In addition, the AEB system control device for the vehicle further comprises a filtering unit for performing information data filtering on the attitude information and/or the tire information, wherein the filtering unit comprises a first data processing module, a second data processing module and a comparison module.
And the first data processing module is used for taking the received information data of the first information period as effective data and inputting a preset calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period.
And the comparison module is used for comparing and judging whether the information data of the current information period is within the current filtering threshold range from the second information period.
And when the comparison module outputs a positive result, the second data processing module is used for using the current information data as effective data and inputting the current information data into the calculation model to obtain an upper limit value and a lower limit value of the filtering threshold value of the next information period.
And when the output result of the comparison module is negative, the second data processing module is used for making the upper limit value or the lower limit value of the current filtering threshold value as effective data for use, and taking the filtering threshold value of the current information period as the filtering threshold value of the next information period.
The working principle and the working process of the vehicle AEB system control device in the above embodiment are described in detail in the vehicle AEB system control method, and are not described herein again.
The present invention also discloses another form of vehicle AEB system control apparatus including one or more processors, memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the programs including instructions for performing the vehicle AEB system control method as above.
In addition, the invention also discloses a computer readable storage medium which comprises a computer program for testing, and the computer program can be executed by a processor to complete the vehicle AEB system control method.
The above disclosure is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the scope of the present invention, therefore, the present invention is not limited by the appended claims.
Claims (22)
1. A control method of an AEB system of a vehicle is characterized in that the AEB system has two working modes, namely a first mode and a second mode, wherein the first mode supports the output of an early warning signal and a braking signal; the second mode supports the output of an early warning signal and inhibits the output of a braking signal; the control method comprises the following steps:
s1: when the vehicle is started, detecting whether the IMU system is normally started, if so, entering S20; if not, controlling the AEB system to work in a second mode;
s20: acquiring attitude information of a vehicle through the IMU system, judging whether the attitude information exceeds a threshold value, and if so, controlling the AEB system to work in a second mode; if not, go to S21;
s21: and controlling the AEB system to work in a first mode, calculating a braking threshold value according to the attitude information, and outputting a corresponding early warning signal and a corresponding braking signal by the AEB system according to the calculated braking threshold value.
2. The vehicle AEB system control method of claim 1, wherein said attitude information comprises a pitch angle that measures a vehicle front-to-rear roll angle, said pitch angle threshold α satisfying the following formula,
g(sinα+μcosα)＝Ego_Decelmax，
wherein, Ego _ DecelmaxMu is the adhesion coefficient of the road surface on which the vehicle body is located, and is the maximum braking deceleration which can be achieved by the vehicle on the horizontal road surface; and if the theta is not larger than alpha, calculating the braking threshold value according to the theta.
3. The vehicle AEB system control method of claim 2, wherein in S21, said braking threshold comprises a braking time threshold TB and a current maximum braking deceleration Decel of the vehicle body, TB being a current collision target relative speed VvelThe calculation formula of the Decel and the TB is as follows,
Decel＝g(sinθ+μcosθ)，
4. The vehicle AEB system control method of claim 3, wherein after calculating the braking time threshold TB, the magnitude relationship between TB and a collision risk parameter TTC is further determined, TTC is the ratio of the relative distance between the front and rear vehicles to the relative speed, and when TTC is less than or equal to TB, the AEB system is operated in the first mode; when the TTC is larger than TB, the AEB system works in the second mode or stops outputting the early warning signal and the braking signal at the same time.
5. The vehicle AEB system control method of claim 1, wherein said attitude information further comprises a yaw rate that measures a vehicle turning trajectory curvature, said yaw rate threshold yawrate satisfying the following formula,
wherein V is the current vehicle speed and R is a curvature radius constant.
6. The vehicle AEB system control method of claim 1, wherein in S1, when normal activation of the IMU system is detected, S30 is entered simultaneously;
s30: detecting and obtaining tire information of a current vehicle through a TPMS (tire pressure monitoring system) on the vehicle, wherein the tire information comprises one or more of tire pressure information, temperature information and tire pressure difference information, judging whether the tire information exceeds a threshold value, and if not, entering S21; if so, controlling the AEB system to operate in the second mode.
7. The vehicle AEB system control method of claim 6, wherein when vehicle speed is greater than a preset value, the effect of the tire information on the output of the AEB system is suppressed.
8. The vehicle AEB system control method of claim 6, wherein when said tire information crosses a threshold, it is further determined whether an abnormal tire belongs to a front axle wheel, and if so,
the AEB system operates in a second mode; if not, then
The AEB system operates in the first mode and the currently abnormal tire and the tire coaxial therewith do not participate in braking.
9. The vehicle AEB system control method of claim 6, further comprising the step of information data filtering said attitude information and/or said tire information:
taking the information data of the received first information period as effective data, and inputting the effective data into a calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period;
starting from the second information period, judging whether the information data of the current information period is positioned in the current filtering threshold range, if so,
using the current information data as effective data, and inputting the current information data into the calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period; if the result is no, then,
and an upper limit value or a lower limit value of the current filtering threshold value is used as effective data, and the filtering threshold value of the current information period is used as the filtering threshold value of the next information period.
10. The vehicle AEB system control method of claim 9, wherein said computational model is [ n-t, n + t ], where n is currently received information data and t is a predetermined known data.
11. The control device of the AEB system of the vehicle is characterized by comprising a control unit, a first parameter acquisition unit, a detection unit and a first judgment unit, wherein the first parameter acquisition unit, the detection unit and the first judgment unit are electrically connected with the control unit;
the first parameter acquisition unit is used for acquiring the current attitude information of the vehicle;
the detection unit is used for detecting whether the first parameter acquisition unit is normally started;
the first judging unit is used for judging whether the attitude information acquired by the first parameter acquiring unit exceeds a threshold value;
the control unit controls the AEB system to select to work in the first mode or the second mode according to the feedback of the detection unit and the first judgment unit;
when the AEB system is in the first mode, the control unit calculates a braking threshold according to the attitude information acquired by the first parameter acquisition unit, and the AEB system can output corresponding early warning signals and braking signals according to the calculated braking threshold.
12. The vehicle AEB system control device of claim 11, wherein said attitude information comprises a pitch angle that measures a vehicle front-to-rear roll angle, said pitch angle threshold α satisfying the following formula,
g(sinα+μcosα)＝Ego_Decelmax，
wherein, Ego _ DecelmaxMu is the adhesion coefficient of the road surface on which the vehicle body is located, and is the maximum braking deceleration which can be achieved by the vehicle on the horizontal road surface; the current pitch angle of the vehicle acquired by the first parameter acquisition unit is theta, and if theta is not larger than alpha, the control unit calculates the braking threshold according to theta.
13. The vehicle AEB system control of claim 12 wherein said braking thresholds include a braking time threshold TB and a current maximum braking deceleration Decel of the vehicle body, TB being the current target relative speed V at impact with the vehiclevelThe calculation formula of the Decel and the TB is as follows,
Decel＝g(sinθ+μcosθ)，
14. The vehicle AEB system control device according to claim 13, further comprising a second parameter acquisition unit and a second determination unit;
the second reference acquisition unit is used for acquiring a collision risk parameter TTC, wherein the TTC is the ratio of the relative distance between the current vehicle and the front vehicle to the relative speed;
the second judging unit is used for judging the size relationship between the TTC and the TB;
when the TTC is smaller than or equal to the TB, the control unit controls the AEB system to be started normally, and when the TTC is larger than the TB, the control unit controls the AEB system to be closed.
15. The vehicle AEB system control device of claim 11, wherein said attitude information further comprises a yaw rate that measures a vehicle steering trajectory curvature, said yaw rate threshold yawrate satisfying the following formula,
wherein V is the current vehicle speed and R is a curvature radius constant.
16. The AEB system control device of claim 11, further comprising a third parameter obtaining unit electrically connected to the control unit, and a third determining unit, wherein the third parameter obtaining unit is configured to obtain current tire information of a vehicle, the tire information includes one or more of tire pressure information, temperature information, and tire pressure difference information, and the third determining unit is configured to determine whether the tire information exceeds a threshold value; the control unit can also control the AEB system to select to work in the first mode or the second mode according to the feedback of the third judging unit.
17. The vehicle AEB system control device of claim 16, wherein the control unit suppresses the influence of the tire information on the output of the AEB system when a vehicle speed is greater than a preset value.
18. The AEB system control device of claim 16, further comprising a fourth determination unit for determining whether an abnormal tire belongs to the front axle wheel, and if so,
the control unit controls the AEB system to work in a second mode; if not, then
The control unit controls the AEB system to operate in the first mode, and the current abnormal tire and the tire coaxial therewith do not participate in braking.
19. The vehicle AEB system control device of claim 16, further comprising a filtering unit for information data filtering of the attitude information and/or the tire information, the filtering unit comprising a first data processing module, a second data processing module, a comparison module;
the first data processing module is used for taking the received information data of the first information period as effective data and inputting the effective data into a preset calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period;
the comparison module is used for comparing and judging whether the information data of the current information period is within the current filtering threshold range from the second information period;
when the comparison module outputs a positive result, the second data processing module is used for using the current information data as effective data and inputting the current information data into the calculation model to obtain an upper limit value and a lower limit value of a filtering threshold value of the next information period;
and when the output result of the comparison module is negative, the second data processing module is used for making the upper limit value or the lower limit value of the current filtering threshold value as effective data for use, and taking the filtering threshold value of the current information period as the filtering threshold value of the next information period.
20. The vehicle AEB system control device of claim 19 wherein the computational model is [ n-t, n + t ], where n is currently received information data and t is a predetermined known data.
21. A vehicle AEB system control apparatus, characterized by comprising:
one or more processors;
a memory;
and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the programs comprising instructions for performing the vehicle AEB system control method of any of claims 1-10.
22. A computer readable storage medium comprising a test computer program executable by a processor to perform the vehicle AEB system control method of any one of claims 1 to 10.
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