CN114852022A - Vehicle and automatic emergency braking method, device, system and storage medium thereof - Google Patents
Vehicle and automatic emergency braking method, device, system and storage medium thereof Download PDFInfo
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- CN114852022A CN114852022A CN202210780798.0A CN202210780798A CN114852022A CN 114852022 A CN114852022 A CN 114852022A CN 202210780798 A CN202210780798 A CN 202210780798A CN 114852022 A CN114852022 A CN 114852022A
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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Abstract
The application provides a vehicle and an automatic emergency braking method, device, system and storage medium thereof. The method comprises the following steps: detecting whether the vehicle activates automatic emergency braking; if the fact that the automatic emergency braking of the vehicle is activated is detected, the driving state of the vehicle under the automatic emergency braking and the driving behavior of a driver of the vehicle under the automatic emergency braking are obtained; determining whether to control the vehicle to keep a static state after automatic emergency braking according to the driving state and the driving behavior; and if so, controlling the vehicle to keep a static state after automatic emergency braking. According to the method, after the vehicle is automatically and emergently braked, if the driver does not timely and correctly take over the vehicle, the vehicle can be continuously controlled to be in a static state after being braked and stopped, and the condition that the vehicle collides with an obstacle because the driver does not timely and correctly take over the vehicle to restart the vehicle is avoided.
Description
Technical Field
The present disclosure relates to a driving assistance system, and more particularly, to a vehicle and an automatic emergency braking method, apparatus, system, and storage medium thereof.
Background
An Advanced Driving Assistance System (ADAS) for a vehicle senses the surrounding environment at any time during the Driving of the vehicle by using various sensors mounted on the vehicle, collects data, identifies, detects and tracks static and dynamic objects, and performs systematic calculation and analysis by combining navigation map data, thereby allowing a driver to detect possible dangers in advance and effectively increasing the comfort and safety of vehicle Driving. Currently, the ADAS includes an Automatic Emergency Braking (AEB) System, an Adaptive Cruise Control (ACC), an Antilock Braking System (ABS), and the like.
Currently, an AEB system can acquire information such as relative positions and speeds of a vehicle and an obstacle on a driving path, and calculate the probability of collision between the vehicle and the obstacle and the degree of urgency of collision in real time. When the emergency degree of collision reaches a certain value, if the driver still does not take active obstacle avoidance measures, the AEB system controls the vehicle to brake, so that the damage of collision between the vehicle and an obstacle is avoided or reduced.
However, the AEB system only considers the process of safe parking and does not involve handling after the vehicle is parked.
Disclosure of Invention
The application provides a vehicle and an automatic emergency braking method, device, system and storage medium thereof, which are used for controlling the vehicle after the vehicle is braked and stopped.
In a first aspect, the present application provides a method of automatic emergency braking of a vehicle, the method comprising:
detecting whether the vehicle activates automatic emergency braking;
if the fact that the vehicle activates automatic emergency braking is detected, acquiring a running state of the vehicle under the automatic emergency braking and a driving behavior of a driver of the vehicle under the automatic emergency braking;
determining whether to control the vehicle to keep a static state after automatic emergency braking according to the running state and the driving behavior;
and if so, controlling the vehicle to keep a static state after automatic emergency braking.
Optionally, the determining whether to control the vehicle to maintain a stationary state after the automatic emergency brake according to the driving state of the vehicle under the automatic emergency brake and the driving behavior of the driver of the vehicle under the automatic emergency brake includes:
and if the running state of the vehicle under the automatic emergency braking indicates that the vehicle is about to brake after the automatic emergency braking, and the driving behavior of the driver under the automatic emergency braking indicates that the driver does not step on a brake pedal, determining to control the vehicle to keep a static state after the automatic braking.
Optionally, the acquiring the running state of the vehicle under automatic emergency braking includes:
acquiring the speed of the vehicle under automatic emergency braking;
and acquiring the running state of the vehicle under the automatic emergency braking according to the speed of the vehicle under the automatic emergency braking.
Optionally, the obtaining the speed of the vehicle under automatic emergency braking comprises:
acquiring a vehicle speed signal and a wheel speed signal of at least one wheel of the vehicle under automatic emergency braking;
and acquiring the speed of the vehicle under automatic emergency braking according to the vehicle speed signal and the wheel speed signal of the at least one wheel.
Optionally, acquiring the driving behavior of the driver of the vehicle under automatic emergency braking comprises:
and acquiring the driving behavior of the driver of the vehicle under the automatic emergency braking according to the brake pedal signal of the vehicle under the automatic emergency braking and/or the visual image of the face of the driver.
Optionally, the determining whether to control the vehicle to remain in a stationary state after the automatic brake according to the driving state and the driving behavior includes:
determining whether to control the vehicle to keep a static state after automatic braking according to the running state, the driving behavior and information of a target obstacle;
wherein the target obstacle is an obstacle that triggers the vehicle to activate automatic emergency braking, and the information of the target obstacle includes: an attribute of the target obstacle, and/or a distance of the vehicle from the target obstacle.
Optionally, the controlling the vehicle to remain in a stationary state includes:
activating an electronic parking brake of the vehicle and/or switching a gearbox gear of the vehicle to a neutral gear when the vehicle is about to brake after automatic emergency braking.
In a second aspect, the present application provides an automatic emergency braking device for a vehicle, comprising:
a detection module for detecting whether the vehicle activates automatic emergency braking;
the obtaining module is used for obtaining the running state of the vehicle under automatic emergency braking and the driving behavior of a driver of the vehicle under automatic emergency braking if the vehicle is detected to activate the automatic emergency braking;
the judging module is used for determining whether to control the vehicle to keep a static state after automatic emergency braking according to the running state and the driving behavior;
and the processing module is used for controlling the vehicle to keep a static state after automatic emergency braking when the judging module determines that the vehicle is controlled to keep the static state after the automatic emergency braking.
Optionally, the determining module is specifically configured to determine to control the vehicle to remain in a stationary state after the automatic braking when a driving state of the vehicle under automatic emergency braking indicates that the vehicle is about to be braked after the automatic emergency braking, and a driving behavior of the driver under the automatic emergency braking indicates that the driver does not step on a brake pedal.
Optionally, the obtaining module is specifically configured to obtain a speed of the vehicle under automatic emergency braking; and acquiring the running state of the vehicle under the automatic emergency braking according to the speed of the vehicle under the automatic emergency braking.
Optionally, the obtaining module is specifically configured to obtain a vehicle speed signal of the vehicle under automatic emergency braking and a wheel speed signal of at least one wheel; and acquiring the speed of the vehicle under automatic emergency braking according to the vehicle speed signal and the wheel speed signal of the at least one wheel.
Optionally, the obtaining module is specifically configured to obtain a driving behavior of a driver of the vehicle under automatic emergency braking according to a brake pedal signal of the vehicle under automatic emergency braking, and/or a visual image of a face of the driver.
Optionally, the determining module is specifically configured to determine whether to control the vehicle to remain in a stationary state after the automatic braking according to the driving state, the driving behavior, and information of a target obstacle; wherein the target obstacle is an obstacle that triggers the vehicle to activate automatic emergency braking, and the information of the target obstacle includes: an attribute of the target obstacle, and/or a distance of the vehicle from the target obstacle.
Optionally, the processing module is specifically configured to activate an electronic parking brake of the vehicle and/or switch a gearbox gear of the vehicle to neutral when the vehicle is about to stop after automatic emergency braking.
In a third aspect, the present application provides an automatic emergency braking system for a vehicle, comprising: a processor and a memory; the memory stores computer-executable instructions; the processor, when executing computer-executable instructions stored in the memory, implements a method of emergency braking of a vehicle as set forth in any one of the first aspects.
In a fourth aspect, the present application provides a vehicle comprising an automatic emergency braking system as described in the third aspect.
In a fifth aspect, the present application provides a computer-readable storage medium having stored thereon computer-executable instructions for implementing the method according to any one of the first aspect when executed by a processor.
In a sixth aspect, the present application provides a computer program product comprising a computer program that, when executed by a processor, performs the method according to any one of the first aspect.
According to the vehicle and the automatic emergency braking method, device, system and storage medium thereof, after the vehicle is subjected to automatic emergency braking, whether the driver timely and correctly takes over the vehicle can be judged based on the running state of the vehicle under the automatic emergency braking and the driving behavior of the driver under the automatic emergency braking, if the driver does not timely and correctly take over the vehicle, the vehicle can be continuously controlled to be in a static state after the automatic emergency braking, and the condition that the vehicle collides with an obstacle because the vehicle is restarted and runs because the driver does not timely and correctly take over the vehicle is avoided.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application.
FIG. 1 is a schematic diagram of one possible control architecture for a vehicle;
FIG. 2 is a schematic flow chart illustrating an automatic emergency braking method for a vehicle according to an embodiment of the present disclosure;
FIG. 3 is a schematic flow chart illustrating another method for automatic emergency braking of a vehicle according to an embodiment of the present disclosure;
FIG. 4 is a schematic structural diagram of an automatic emergency braking device of a vehicle according to an embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of an automatic emergency braking system of a vehicle according to an embodiment of the present application.
With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.
The following description and the accompanying drawings describe a control section of a vehicle according to the present application. FIG. 1 is a schematic diagram of one possible control architecture for a vehicle. As shown in fig. 1:
the vehicle may for example comprise the following ADAS: an AEB system, an Electronic Stability Program (ESP) system, and an Electronic Parking Brake (EPB) system.
The vehicle may also include an Engine Control Module (ECM), Continuously Variable Transmission (CVT) system.
An AEB system:
the AEB system adopts sensors such as laser radar, millimeter wave radar, camera and ultrasonic radar, and detects information such as relative position and speed of an obstacle on a vehicle running path (including forward and backward) and a vehicle in real time in the running process of the vehicle. The obstacle referred to herein may be any object that affects the travel of the vehicle, including moving obstacles and stationary obstacles. Such as other vehicles, pedestrians, stationary utility poles, etc.
The AEB system calculates the probability of collision between the vehicle and the obstacle and the emergency degree of the collision in real time according to the information such as the position and the speed of the obstacle relative to the vehicle. When the emergency degree of collision reaches a certain value, if the driver still does not take active obstacle avoidance measures, the AEB system activates the automatic emergency braking function to control the vehicle to brake, so that the damage of collision between the vehicle and an obstacle is avoided or alleviated. Thus, in some embodiments, activating automatic emergency braking may also be referred to as AEB system activation, or the AEB system being in an active state. These three concepts are equivalent and are not differentiated in this application.
Currently, the AEB system keeps the automatic emergency braking function activated only for a short time (e.g., 3 seconds) after controlling the vehicle to brake, so as to maintain the vehicle stationary. Then, the automatic emergency braking function will automatically exit, and the vehicle will no longer be maintained in a stationary state. Taking 3 seconds as an example, after the AEB system brakes the vehicle, the activation state of the automatic emergency braking function is kept for 3 seconds, so that the vehicle is kept in a stationary state for 3 seconds. The automatic emergency braking function of the AEB system is then exited.
An ESP system:
the ESP system may help the vehicle maintain dynamic balance by analyzing vehicle driving status information (e.g., speed, wheel speed, etc.) from various sensors and issuing corrective commands to other ADAS systems (e.g., ABS) based on the analysis. The ESP system can maintain optimal vehicle stability under various conditions, effectively preventing the vehicle from running away when it reaches its dynamic limits.
EPB system:
the EPB system may control the vehicle parking brake via electronic circuitry. The EPB system can realize the same function as a mechanical pull rod hand brake.
ECM：
The ECM has the function of continuously monitoring and controlling the normal operating operation of the engine. The ECM may pick up control parameters for the engine and implement automatic control of engine, fuel injection, ignition, combustion, operation, emissions, etc. functions.
A CVT system:
CVT systems typically include a continuously variable Transmission and an automatic Transmission Control Unit (TCU). Wherein, the TCU realizes the automatic gear shifting of the engine by controlling the continuously variable transmission.
It should be understood that fig. 1 is only an exemplary list of control sections in a vehicle related to the method of the present application, and the present application is not limited to whether the vehicle includes other control sections or whether the control sections have other functions.
As can be seen from the foregoing description of the AEB system, the AEB system currently only considers the process of safe braking and does not involve handling after the vehicle is braked. Therefore, the driver is required to take over the vehicle quickly.
However, the AEB system activates the automatic emergency braking function, typically triggered in the event of driver distraction or failure to observe a front-to-back hazard due to limited driver visibility. Therefore, the AEB system controls the brake of the vehicle, and easily causes the driver to be alarmed. In addition, since the AEB system controls the vehicle brake in a particularly urgent situation, the deceleration of the vehicle is very large (for example, may approach about 1g at maximum), and the inertia of the driver moving forward is also very large.
After the AEB system controls the vehicle to brake, the vehicle is usually very close to the obstacle, for example, about 1 meter. If the driver mistakenly steps on the accelerator pedal of the vehicle due to panic and/or inertia effect, especially the driver with poor driving experience, the vehicle can be restarted, so that the vehicle collides with the barrier, and the safety of passengers in the vehicle is endangered. If the obstacle is a pedestrian or other vehicle, the safety of the pedestrian or other vehicle interior passengers can be endangered.
That is, after the AEB system controls the vehicle to brake, the following problems are easily occurred: the driver does not take over the vehicle timely and correctly, so that the vehicle is restarted to run, and the vehicle collides with an obstacle. Therefore, how to handle the vehicle after the vehicle is braked is an urgent problem to be solved.
In view of this, an embodiment of the present application provides an emergency braking method for a vehicle, which can continuously control the vehicle in a stationary state after a brake is stopped if a driver does not timely and correctly take over the vehicle after automatically emergency braking the vehicle, so as to avoid a situation that the vehicle collides with an obstacle due to a vehicle restart caused by the fact that the driver does not timely and correctly take over the vehicle.
The execution main part of this application embodiment can be the AEB system on the vehicle, promptly, this application has strengthened the function of AEB system, not only can realize the vehicle stopping at the brake when the degree of urgency that vehicle and barrier collided reaches a definite value, can also make the vehicle stop and continue to keep the quiescent condition after stopping.
The method of the embodiments of the present application is described below by way of specific examples. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
Fig. 2 is a schematic flowchart of an emergency braking method for a vehicle according to an embodiment of the present disclosure. As shown in fig. 2, the method may include:
s101, detecting whether the vehicle activates automatic emergency braking.
For example, the AEB system may determine whether to activate automatic emergency braking by determining whether to control the vehicle to automatically perform a braking operation, or the AEB system may determine whether to activate automatic emergency braking based on whether a driver takes an active obstacle avoidance measure when the degree of emergency of the collision reaches a certain value.
If it is detected that the vehicle activates the automatic emergency braking, step S102 is performed. That is, the AEB system will only perform subsequent processing if the automatic emergency braking function is activated. If it is not detected that the vehicle activates the automatic emergency braking, the method may return to continue to execute step S101 to continuously monitor whether the vehicle activates the automatic emergency braking. I.e. whether the AEB system is in an active state for automatic emergency braking.
It is to be understood that the above-mentioned activation of the automatic emergency braking is also understood as whether the automatic emergency braking system is activated.
S102, acquiring a running state of the vehicle under automatic emergency braking and a driving behavior of a driver of the vehicle under automatic emergency braking.
For example, the AEB system may acquire the driving data of the vehicle under automatic emergency braking through other systems of the vehicle or sensors provided on the vehicle to determine the driving state of the vehicle under automatic emergency braking based on the driving data of the vehicle. This driving state can indicate whether the vehicle is currently in emergency braking (i.e., braking deceleration at a higher speed) or is about to brake. The driving data may be any data which can indicate whether the vehicle is currently in emergency braking (i.e. braking deceleration at a higher speed) or is about to brake, for example. Such as the speed of the vehicle, the distance of the vehicle from the target obstacle, etc. The target obstacle mentioned here is an obstacle that triggers the vehicle to activate automatic emergency braking, and may be an obstacle in front of the vehicle or behind the vehicle, specifically related to the current direction of travel (forward or backward) of the vehicle.
For example, the AEB system may obtain the speed of the vehicle under automatic emergency braking, so as to obtain the driving state of the vehicle under automatic emergency braking according to the speed of the vehicle under automatic emergency braking. For example, when the speed of the vehicle is less than or equal to a preset speed threshold (e.g., 3 km/h), it indicates that the vehicle is about to be braked. When the speed of the vehicle is greater than the preset speed threshold value, the vehicle is currently in emergency braking (namely, braking deceleration at a higher speed).
Alternatively, the speed of the vehicle under automatic emergency braking may be obtained by a vehicle speed signal of the vehicle under automatic emergency braking, or the speed of the vehicle under automatic emergency braking may be obtained by a vehicle speed signal of the vehicle under automatic emergency braking, and a wheel speed signal of at least one wheel. For example, the average value of the speed represented by the vehicle speed signal and the wheel speed signal of at least one wheel may be used as the speed of the vehicle, or the accuracy of the vehicle speed signal may be determined by using the wheel speed signal of at least one wheel, and when the vehicle speed signal is determined to be inaccurate, the vehicle speed signal may be corrected by using the wheel speed signal of at least one wheel to obtain the speed of the vehicle. By the method, the actual speed of the vehicle can be accurately acquired when the running speed of the vehicle is low, and the accuracy and precision are improved.
For example, the AEB system may obtain the distance between the vehicle and the target obstacle, so as to obtain the driving state of the vehicle under automatic emergency braking according to the distance between the vehicle and the target obstacle. For example, when the distance between the vehicle and the target obstacle is less than or equal to a preset distance threshold (e.g., 2 meters), it indicates that the vehicle is about to stop. When the distance between the vehicle and the target obstacle is larger than the preset distance threshold value, the vehicle is indicated to be in emergency braking (namely, braking deceleration at a higher speed).
For example, the AEB system may acquire driving behavior of a driver of a vehicle under automatic emergency braking by acquiring at least one of a brake pedal signal, an accelerator pedal signal, a visual image of the driver's face of the vehicle, and the like. The driving behavior can reflect whether the driver takes over the vehicle timely and correctly. For example, when the driving behavior indicates that the driver steps on the brake pedal, it indicates that the driver has timely and correctly taken over the vehicle. When the driving behavior indicates that the driver does not tread on the brake pedal, the driver may not do any operation on the vehicle due to panic and/or inertia effect, or mistakenly treads on the accelerator pedal of the vehicle, which indicates that the driver does not take over the vehicle timely and correctly.
For example, the AEB system may obtain whether the driver of the vehicle steps on the brake pedal according to the obtained brake pedal signal of the vehicle, so as to determine the driving behavior of the driver of the vehicle under automatic emergency braking.
Or the AEB system can acquire whether the driver of the vehicle steps on an accelerator pedal or the like according to the acquired accelerator pedal signal of the vehicle, and judge whether the driver is in panic and/or generates inertial motion, so as to judge the driving behavior of the driver of the vehicle under automatic emergency braking.
Or the vehicle is provided with an image sensor capable of acquiring a visual image of the face of the driver, and the AEB system can analyze the expression change of the driver, the movement displacement of the face in the image and the like according to the visual image of the face of the driver to judge whether the driver has panic and/or generates inertial movement, so as to judge the driving behavior of the driver of the vehicle under automatic emergency braking. For how to analyze expression changes or motion displacements based on visual images, reference may be made to the prior art, which is not described in detail.
Alternatively, the AEB system may double determine the driving behavior of the driver of the vehicle under automatic emergency braking based on at least two of the acquired brake pedal signal, accelerator pedal signal, and visual image of the driver's face.
And S103, determining whether to control the vehicle to keep a static state after automatic emergency braking according to the running state and the driving behavior.
If the running state of the vehicle under the automatic emergency braking indicates that the vehicle is about to brake after the automatic emergency braking, and the driving behavior of the driver under the automatic emergency braking indicates that the driver does not tread on a brake pedal, which indicates that the driver does not timely and correctly take over the vehicle, it is determined that the vehicle is controlled to keep a static state after the automatic braking, and step S104 is executed.
If the running state of the vehicle under the automatic emergency braking indicates that the vehicle is about to brake after the automatic emergency braking, and the driving behavior of the driver under the automatic emergency braking indicates that the driver steps on a brake pedal, the driver takes over the vehicle timely and correctly. Thus, no intervention in the handling of the vehicle after a brake-off may be required.
It should be understood that, if the driving state of the vehicle under the automatic emergency braking indicates that the vehicle is under the automatic emergency braking, the method may return to step S102 to continuously obtain the driving state of the vehicle under the automatic emergency braking and the driving behavior of the driver of the vehicle under the automatic emergency braking, so as to monitor whether the vehicle enters the upcoming braking, and further determine whether to perform processing after the vehicle is braked.
And S104, controlling the vehicle to keep a static state after automatic emergency braking.
How the vehicle is controlled to remain stationary is related to under what conditions the vehicle does not respond to the accelerator pedal signal.
For example, for a vehicle in which the electronic parking brake is not released by pressing the accelerator pedal, for example, the electronic parking brake can be released only by pressing the brake pedal by the driver, or the electronic parking brake can be released only by pressing the brake release button by the driver, the AEB system can control the vehicle to keep a stationary state by activating the electronic parking brake of the vehicle; the gear of a gearbox of the vehicle can be switched to the neutral position so as to control the vehicle to keep a static state; the electronic parking brake of the vehicle can be activated, the gear of a gearbox of the vehicle is switched to the neutral position, the vehicle is controlled to keep a static state by adopting double guarantee, and the situation that the vehicle collides with an obstacle due to restarting and running of the vehicle caused by the fact that a driver mistakenly steps on an accelerator pedal due to panic and/or inertia to remove the electronic parking brake is avoided.
For a vehicle with the electronic parking brake released when a driver steps on an accelerator pedal, the AEB system can switch the gear of a gearbox of the vehicle to a neutral position so as to control the vehicle to keep a static state; it is also possible to activate the electronic parking brake of the vehicle and to shift the gear of the gearbox of the vehicle into neutral in order to control the vehicle to remain stationary.
Therefore, even if a driver mistakenly steps on the accelerator pedal of the vehicle due to panic and/or inertia effect under the automatic emergency braking of the vehicle, the vehicle can not respond to the accelerator pedal signal, namely, the vehicle can not make any behavior of accelerating running, so that the condition that the vehicle collides with an obstacle because the driver does not take over the vehicle timely and correctly to restart the vehicle to run can be avoided.
In particular implementations, the AEB system may send a request to the EPB system to request the EPB system to activate the electronic parking brake of the vehicle. The AEB system may send a request to the TCU to request the TCU to shift the transmission gear of the vehicle to neutral.
Taking the example of activating an electronic parking brake of the vehicle and shifting the gearbox gear of the vehicle to neutral, the AEB system may send a request to the EPB system and TCU when there is an automatic emergency brake and the vehicle is coming to a stop. By requesting EPB activation, the vehicle can be stably maintained in a stationary state. The method is particularly suitable for vehicles on a slope.
In addition, the TCU is requested to be switched to the neutral position at the same time, so that the condition that the EPB is deactivated to restart the vehicle to run due to mistaken stepping on the accelerator by the driver is avoided. Due to the multiple guarantees, the situation that the vehicle collides with the obstacle due to the fact that the driver does not take over the vehicle timely and correctly can be further avoided.
In this implementation, the AEB system may no longer monitor the activation status of the automatic emergency braking after sending the request to the EPB system and the TCU, i.e., no longer perform step S101. In this way, even if the automatic emergency braking function is deactivated, the AEB system can still send a request to the EPB system and TCU to control the vehicle to remain stationary after automatic emergency braking.
The vehicle may have a large pitch attitude during emergency braking, which may cause the field of view detected by sensors (e.g., radar and camera sensors) on the vehicle to change. Furthermore, after the vehicle is braked and stopped in emergency, the vehicle is usually close to the target obstacle (e.g., less than 1 meter, etc.), which results in a limited detection field of view of the sensor, or in other words, the target obstacle cannot be detected effectively or accurately. For example, a forward looking camera sensor of a vehicle is generally mounted on the upper portion of a front windshield. Under the influence of an engine cabin, when the forward-looking camera sensor is close to an obstacle, the overall outline of the obstacle cannot be completely detected. Especially for small obstacles, such as children, it may be completely undetectable.
In view of the above factors, when the vehicle is stopped, the AEB system may not detect the target obstacle effectively or accurately, so that the AEB system may deem that emergency braking is not needed, and deactivate the automatic emergency braking function, or quit the automatic emergency braking function. Therefore, the AEB system can send a request to the EPB system and the TCU when the vehicle is about to stop or before the minimum detection distance of the sensor is reached, so as to ensure that the vehicle keeps a static state after automatic emergency braking, improve the accuracy of control, and accurately avoid the condition that the vehicle collides with an obstacle due to the fact that a driver does not take over the vehicle timely and correctly and/or the automatic emergency braking function is quitted easily due to a target obstacle, and the vehicle is started again to run.
The above-described embodiment describes how to determine the contents of whether to control the vehicle to remain in a stationary state after the automatic brake based on the running state and the driving behavior. In some embodiments, the AEB system may further determine, by combining the information of the target obstacle, whether to control the vehicle to remain in a stationary state after the automatic brake, so as to avoid a situation where the vehicle is restarted to run and the vehicle collides with the obstacle due to the automatic emergency brake function being exited by the target obstacle.
Wherein the information of the target obstacle includes: attributes of the target obstacle, and/or a distance of the vehicle from the target obstacle. The property of the target obstacle referred to herein may be, for example, information that can characterize the size of the volume of the target obstacle. Taking a pedestrian as an example, the attribute may be, for example, an adult, a child, or the like.
For example, if the driving state of the vehicle under the automatic emergency braking indicates that the vehicle is currently in the automatic emergency braking, the driving behavior of the driver under the automatic emergency braking indicates that the driver does not step on a brake pedal, the attribute of the target obstacle indicates that the target obstacle has a small volume, and the distance between the vehicle and the target obstacle is about to reach the minimum detection distance of the sensor, which indicates that the driver does not take over the vehicle timely and correctly, and the target obstacle is likely to cause the automatic emergency braking function to exit, it is determined that the vehicle is controlled to be kept in a stationary state after the automatic emergency braking.
It should be noted that, the determination of the time when the vehicle is about to stop may not need to pay attention to the information of the target obstacle, or may not be affected by the target obstacle. The target obstacle is mainly used for judging when the vehicle is not entering into the parking space and is about to be braked, so that the situation that the vehicle collides with the obstacle due to the fact that the vehicle is restarted and runs due to the fact that the automatic emergency braking function is quitted because of the target obstacle is emphatically avoided.
For example, assuming that the minimum detection distance of the sensor is 2 meters, it is determined whether the vehicle is about to be braked based on 3 km/h. In this example, if the AEB system recognizes that the attribute of the target obstacle is a child and the distance between the vehicle and the target obstacle is less than 2.2 meters during the automatic emergency braking, even if the vehicle speed is not reduced below 3 km/h, if the driver does not step on the brake pedal, the AEB system may send a request to the EPB system and the TCU to control the vehicle to keep a stationary state after the automatic emergency braking, so as to avoid a situation that the vehicle is restarted and runs to cause a collision between the vehicle and the obstacle due to the exit of the automatic emergency braking function caused by the target obstacle.
In the embodiment of the application, after the vehicle is controlled to keep a static state after automatic emergency braking by adopting any one of the above modes, the vehicle can be restarted to run only if a driver actively operates the vehicle subsequently. At the moment, the possibility of panic and/or inertia action of the driver is avoided, so that the situation that the vehicle collides with an obstacle due to the fact that the driver does not take over the vehicle correctly in time and the vehicle starts to run again can not occur.
How the driver actively operates the vehicle is particularly relevant to how the AEB system controls the manner in which the vehicle remains stationary.
For example, if the AEB system activates the electronic parking brake of the vehicle to keep the vehicle stationary, the driver may actively operate the vehicle by releasing the electronic parking brake and depressing the accelerator pedal. For example, the AEB system switches the transmission gear of the vehicle to neutral to keep the vehicle stationary, and the driver can actively operate the vehicle by switching the transmission gear of the vehicle to a forward gear and stepping on an accelerator pedal. For example, if the AEB system activates the electronic parking brake of the vehicle and switches the transmission gear of the vehicle to neutral to keep the vehicle stationary, the driver may actively operate the vehicle by releasing the electronic parking brake of the vehicle, switching the transmission gear of the vehicle to the drive gear, and depressing the accelerator pedal.
According to the automatic emergency braking method for the vehicle, after the vehicle is subjected to automatic emergency braking, whether the driver timely and correctly takes over the vehicle can be judged based on the running state of the vehicle under the automatic emergency braking and the driving behavior of the driver under the automatic emergency braking, if the driver does not timely and correctly take over the vehicle, the vehicle can be continuously controlled to be in a static state after the automatic emergency braking, and the condition that the vehicle is restarted and runs to cause collision between the vehicle and an obstacle due to the fact that the driver does not timely and correctly take over the vehicle is avoided.
Compared with the AEB system in the prior art, the AEB system not only considers the process of safe braking (namely, if the driver does not take active obstacle avoidance measures in case of emergency, the system automatically decelerates the vehicle or even brakes the vehicle), but also considers further processing measures after braking based on the technical means, thereby avoiding the condition that the vehicle collides with an obstacle because the driver does not timely and correctly take over the vehicle to restart the vehicle.
The following schematically illustrates an automatic emergency braking method provided in an embodiment of the present application by a specific example. Fig. 3 is a schematic flowchart of another automatic emergency braking method for a vehicle according to an embodiment of the present disclosure. As shown in fig. 3, the method may include the steps of:
s201, detecting whether automatic emergency braking is activated or not; if yes, steps S202 and S212 are executed, otherwise, S201 is continuously executed.
S202, judging whether the speed (vehicle speed for short) of the vehicle under the automatic emergency braking is less than X kilometer per hour.
The value of X may be specifically set according to actual requirements, for example, X is equal to 3.
Wherein, the speed of the vehicle under the automatic emergency braking can be calculated based on the vehicle speed signal and the wheel speed signal of at least one wheel of the vehicle under the automatic emergency braking acquired from the ESP system.
If the current vehicle speed is less than X kilometers per hour, it indicates that the vehicle is about to brake, step S203 is executed.
If the current vehicle speed is greater than or equal to X km/h, which indicates that the vehicle is still in the emergency braking stage, the vehicle speed is continuously obtained based on the vehicle speed signal of the vehicle under automatic emergency braking and the wheel speed signal of at least one wheel obtained from the ESP system, and S202 is executed.
And S203, judging whether the driver steps on the brake pedal. If not, the driver is not timely and correct to take over the vehicle, the steps S204 and S208 are executed, and if yes, the driver is timely and correct to take over the vehicle, and the process is ended.
For example, whether the driver steps on the brake pedal may be determined based on a brake pedal signal of the vehicle under automatic emergency braking. The brake pedal signal may be obtained from the ECM, among other things.
S204, judging whether to request EPB activation. If yes, go to step S205, otherwise, end.
S205, a request is sent to the EPB system to request the EPB system to activate the electronic parking brake of the vehicle, so that the aim of controlling the vehicle to keep a static state after automatic emergency braking is achieved. Or, request EPB activation.
S206, judging whether the EPB is activated. If yes, the process is terminated, otherwise, step S207 is executed.
It should be noted that, after receiving the request sent by the AEB system, the EPB system executes the EPB activation action, and feeds back the executed status result to the AEB system. Therefore, the AEB system can determine whether the EPB is activated by receiving the status result returned by the EPB system. For example, when a status result is received, it indicates that the EPB is active. When the status result is not received, it indicates that the EPB is not activated. In this way, activation of the EPB can be ensured.
S207, judging whether the EPB activation is overtime or not. If yes, the process is ended, otherwise, the process returns to step S204. In this way, the AEB system can be prevented from requesting EPB activation into an infinite loop.
S208, judging whether the TCU requests to be in the N gear (namely, neutral gear). If yes, step S209 is executed, otherwise, the process ends.
S209, sending a request to the TCU to request the TCU to switch the gear of the gearbox of the vehicle to the neutral position, so as to achieve the purpose of controlling the vehicle to keep a static state after automatic emergency braking. Or, the TCU is requested to engage N-gear (i.e., neutral).
S210, judging whether the TCU is in the N gear. If yes, the process is terminated, otherwise, step S211 is executed.
It should be noted that, after receiving the request sent by the AEB system, the TCU executes the action of engaging in the N-file, and feeds back the executed status result to the AEB system. Therefore, the AEB system can determine whether the TCU is in the N-gear by whether a status result returned by the TCU is received. For example, when a status result is received, the TCU is said to engage N-gear. When the state result is not received, the TCU is not in the N gear. In this way, it is possible to ensure that the gearbox of the vehicle is shifted into neutral.
S211, judging whether the TCU is requested to be in N gear overtime or not. If yes, the process is terminated, otherwise, the process returns to step S208. In this way, the AEB system can be prevented from requesting that the TCU engage the N-gear into an infinite loop. It should be noted that, in S207 and S211, the same duration threshold may be used for performing timeout determination, that is, the duration thresholds of the two are the same, or the duration thresholds of the two are different. For example, the duration threshold may be 3 seconds.
S212, judging whether the distance between the vehicle and the target obstacle is less than Y meters.
Wherein the distance of the vehicle from the target obstacle may be calculated based on data collected by a ranging sensor on the vehicle. For example, the radar of the AEB system, etc.
The value of the Y can be specifically set according to actual requirements, or set according to the minimum detection distance of the distance measuring sensor, for example, the minimum detection distance is 2.2 meters, and Y is equal to 2.
If the distance between the vehicle and the target obstacle is less than Y meters, which indicates that the vehicle is about to stop and/or the minimum detection distance of the ranging sensor is about to be exceeded, step S203 is executed.
If the distance between the vehicle and the target obstacle is greater than or equal to Y meters, which indicates that the vehicle is still in the emergency braking stage and still within the detection distance of the ranging sensor, the determination is continued based on the distance between the vehicle and the target obstacle, which is acquired from the ranging sensor, that is, the process returns to the step S212.
According to the automatic emergency braking method for the vehicle, after the vehicle is automatically and emergently braked, whether the vehicle is about to brake or not can be judged based on the speed of the vehicle under the automatic emergency braking and the distance between the vehicle and a target obstacle, and whether the driver timely and correctly takes over the vehicle or not is judged based on whether the driver treads a brake pedal or not when the vehicle is about to brake. If the driver does not timely and correctly take over the vehicle, the vehicle can be continuously controlled to be in a static state after automatic emergency braking, and the condition that the vehicle collides with an obstacle because the driver does not timely and correctly take over the vehicle to restart the vehicle is avoided.
Fig. 4 is a schematic structural diagram of an automatic emergency braking device of a vehicle according to an embodiment of the present application. As shown in fig. 4, the apparatus may include a detection module 301, an acquisition module 302, a determination module 303, and a processing module 304.
A detection module 301 for detecting whether the vehicle activates automatic emergency braking;
an obtaining module 302, configured to obtain a driving state of the vehicle under automatic emergency braking and a driving behavior of a driver of the vehicle under automatic emergency braking if it is detected that the vehicle activates automatic emergency braking;
the judging module 303 is configured to determine whether to control the vehicle to remain in a stationary state after automatic emergency braking according to the driving state and the driving behavior; for example, the determining module 303 is specifically configured to determine to control the vehicle to remain in a stationary state after the automatic braking when the driving state of the vehicle under the automatic emergency braking indicates that the vehicle is about to be braked after the automatic emergency braking, and the driving behavior of the driver under the automatic emergency braking indicates that the driver does not step on the brake pedal.
And the processing module 304 is used for controlling the vehicle to keep the static state after the automatic emergency braking when the judging module 303 determines that the vehicle is controlled to keep the static state after the automatic emergency braking.
Optionally, the obtaining module 302 is specifically configured to obtain a speed of the vehicle under automatic emergency braking; and acquiring the running state of the vehicle under the automatic emergency braking according to the speed of the vehicle under the automatic emergency braking. For example, the obtaining module 302 is specifically configured to obtain a vehicle speed signal of the vehicle under automatic emergency braking and a wheel speed signal of at least one wheel; and acquiring the speed of the vehicle under automatic emergency braking according to the vehicle speed signal and the wheel speed signal of at least one wheel.
Optionally, the obtaining module 302 is specifically configured to obtain a driving behavior of a driver of the vehicle under automatic emergency braking according to a brake pedal signal of the vehicle under automatic emergency braking, and/or a visual image of the face of the driver.
Optionally, the determining module 303 is specifically configured to determine whether to control the vehicle to remain in a stationary state after the automatic braking according to the driving state, the driving behavior, and the information of the target obstacle; the target obstacle is an obstacle for triggering the vehicle to activate automatic emergency braking, and the information of the target obstacle comprises: attributes of the target obstacle, and/or a distance of the vehicle from the target obstacle.
Optionally, the processing module 304 is specifically configured to activate an electronic parking brake of the vehicle and/or to switch a gearbox gear of the vehicle to neutral when the vehicle is to be braked immediately after the automatic emergency braking.
The automatic emergency braking device provided in this embodiment may implement the method embodiments corresponding to fig. 2 and fig. 3, which have similar implementation principles and technical effects, and are not described herein again.
Fig. 5 is a schematic structural diagram of an automatic emergency braking system of a vehicle according to an embodiment of the present application. Wherein the automatic emergency braking system 400 is configured to perform the aforementioned automatic emergency braking method. As shown in fig. 5, the automatic emergency braking system 400 may include: at least one processor 401, memory 402.
A memory 402 for storing programs. In particular, the program may include program code including computer operating instructions.
The automatic emergency braking system 400 may also include a communication interface 403 through which the processor 401 may communicatively interact with other systems or modules or sensors on the vehicle.
In a specific implementation, if the communication interface 403, the memory 402 and the processor 401 are implemented independently, the communication interface 403, the memory 402 and the processor 401 may be connected to each other through a bus and perform communication with each other. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. Buses may be classified as address buses, data buses, control buses, etc., but do not represent only one bus or type of bus.
Optionally, in a specific implementation, if the communication interface 403, the memory 402 and the processor 401 are integrated into a single chip, the communication interface 403, the memory 402 and the processor 401 may complete communication through an internal interface.
Optionally, the automatic emergency braking system 400 may further include other hardware or components, such as a hardware entity for implementing distance measurement, a hardware entity for implementing a braking function, and the like, which are specifically related to the function of the automatic emergency braking system for performing automatic emergency braking of the vehicle, and will not be described again.
The application also provides a vehicle, which comprises the AEB system shown in fig. 5 and can realize the automatic emergency braking method shown in fig. 2 and fig. 3, and the realization principle is similar, and the detailed description is omitted.
The present application also provides a computer-readable storage medium, which may include: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and in particular, the computer-readable storage medium stores program instructions, and the program instructions are used in the method in the foregoing embodiments.
The present application also provides a program product comprising execution instructions stored in a readable storage medium. The at least one processor of the AEB system of the vehicle may read the execution instructions from the readable storage medium, the execution of which by the at least one processor causes the AEB system to implement the method of the embodiments described above.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.
It will be understood that the present application is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (11)
1. A method of automatic emergency braking of a vehicle, the method comprising:
detecting whether the vehicle activates automatic emergency braking;
if the fact that the vehicle activates automatic emergency braking is detected, acquiring a running state of the vehicle under the automatic emergency braking and a driving behavior of a driver of the vehicle under the automatic emergency braking;
determining whether to control the vehicle to keep a static state after automatic emergency braking according to the running state and the driving behavior;
and if so, controlling the vehicle to keep a static state after automatic emergency braking.
2. The method according to claim 1, wherein the determining whether to control the vehicle to remain stationary after the automatic brake application according to the driving state of the vehicle under automatic emergency braking, the driving behavior of a driver of the vehicle under automatic emergency braking comprises:
and if the running state of the vehicle under the automatic emergency braking indicates that the vehicle is about to brake after the automatic emergency braking, and the driving behavior of the driver under the automatic emergency braking indicates that the driver does not step on a brake pedal, determining to control the vehicle to keep a static state after the automatic braking.
3. The method of claim 2, wherein said obtaining a driving status of the vehicle under automatic emergency braking comprises:
acquiring the speed of the vehicle under automatic emergency braking;
and acquiring the running state of the vehicle under the automatic emergency braking according to the speed of the vehicle under the automatic emergency braking.
4. The method of claim 3, wherein said obtaining a speed of the vehicle under automatic emergency braking comprises:
acquiring a vehicle speed signal and a wheel speed signal of at least one wheel of the vehicle under automatic emergency braking;
and acquiring the speed of the vehicle under automatic emergency braking according to the vehicle speed signal and the wheel speed signal of the at least one wheel.
5. The method of claim 2, wherein obtaining driving behavior of a driver of the vehicle under automatic emergency braking comprises:
and acquiring the driving behavior of the driver of the vehicle under automatic emergency braking according to the brake pedal signal of the vehicle under automatic emergency braking and/or the visual image of the face of the driver.
6. The method according to any one of claims 1-5, wherein said determining whether to control the vehicle to remain stationary after an automatic brake application based on the driving status and the driving behavior comprises:
determining whether to control the vehicle to keep a static state after automatic braking according to the running state, the driving behavior and information of a target obstacle;
wherein the target obstacle is an obstacle that triggers the vehicle to activate automatic emergency braking, and the information of the target obstacle includes: an attribute of the target obstacle, and/or a distance of the vehicle from the target obstacle.
7. The method of any of claims 1-5, wherein said controlling the vehicle to remain stationary comprises:
activating an electronic parking brake of the vehicle and/or switching a gearbox gear of the vehicle to a neutral gear when the vehicle is about to brake after automatic emergency braking.
8. An automatic emergency braking device for a vehicle, comprising:
a detection module for detecting whether the vehicle activates automatic emergency braking;
the acquisition module is used for acquiring the running state of the vehicle under automatic emergency braking and the driving behavior of a driver of the vehicle under automatic emergency braking if the vehicle is detected to activate automatic emergency braking;
the judging module is used for determining whether to control the vehicle to keep a static state after automatic emergency braking according to the running state and the driving behavior;
and the processing module is used for controlling the vehicle to keep a static state after automatic emergency braking when the judging module determines that the vehicle is controlled to keep the static state after the automatic emergency braking.
9. An automatic emergency braking system for a vehicle, comprising: a processor and a memory;
the memory stores computer-executable instructions;
the processor, when executing computer-executable instructions stored by the memory, implements the method of any of claims 1-7.
10. A vehicle comprising an automatic emergency braking system according to claim 9.
11. A computer-readable storage medium having computer-executable instructions stored thereon, which when executed by a processor, are configured to implement the method of any one of claims 1 to 7.
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| CN202210780798.0A CN114852022A (en) | 2022-07-05 | 2022-07-05 | Vehicle and automatic emergency braking method, device, system and storage medium thereof |
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| CN202210780798.0A CN114852022A (en) | 2022-07-05 | 2022-07-05 | Vehicle and automatic emergency braking method, device, system and storage medium thereof |
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Cited By (1)
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| WO2024137728A1 (en) * | 2022-12-21 | 2024-06-27 | Bendix Commercial Vehicle Systems Llc | System and method for controlling a brake control system |
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| CN111873963A (en) * | 2020-07-31 | 2020-11-03 | 中国第一汽车股份有限公司 | Brake control system, method, vehicle, and storage medium |
| US20220063604A1 (en) * | 2020-08-25 | 2022-03-03 | Subaru Corporation | Vehicle travel control device |
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| CN111873963A (en) * | 2020-07-31 | 2020-11-03 | 中国第一汽车股份有限公司 | Brake control system, method, vehicle, and storage medium |
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