CN113401131B

CN113401131B - Accelerator mistaken stepping prevention auxiliary system and method

Info

Publication number: CN113401131B
Application number: CN202110737190.5A
Authority: CN
Inventors: 沈骏; 程梁柱; 舒丽; 杨祖煌
Original assignee: Dongfeng Motor Group Co Ltd
Current assignee: Dongfeng Motor Group Co Ltd
Priority date: 2021-06-30
Filing date: 2021-06-30
Publication date: 2023-07-11
Anticipated expiration: 2041-06-30
Also published as: CN113401131A

Abstract

The invention discloses an auxiliary system and method for preventing mistaken stepping on an accelerator. In the running process of the vehicle, running data of the position of the vehicle is detected in real time, whether the anti-misstep accelerator system is activated is determined according to the running data, and after the anti-misstep accelerator system is activated, the AEB system is controlled to be activated or the AEB system is controlled to be inhibited or the maximum pressure brake is applied according to the current driving data of the vehicle and road environment information. According to the invention, cloud data are matched through the high-precision map, automatic activation is performed based on the running data at the same position in the same time period, the operation load of the system is reduced, and even if a driver is replaced, accurate matching is realized, the influence on system judgment is avoided.

Description

Accelerator mistaken stepping prevention auxiliary system and method

Technical Field

The invention belongs to the technical field of automobiles, and particularly relates to an auxiliary system and method for preventing mistaken stepping on an accelerator.

Background

The existing scheme is that surrounding obstacles are detected through a forward-looking camera, a millimeter wave radar, an ultrasonic radar and the like, and when collision risks exist in the obstacles, the driver throttle is limited or the driver is actively braked to avoid the collision risks.

The prior radar is used for detecting the front obstacle, when an obstacle driver still presses the accelerator pedal, the electric signal of the accelerator pedal is cut off or reduced, and the danger caused by false acceleration is avoided; or the accelerator pedal is stepped on rapidly, and the accelerator new signal is cut off, such as CN107009897A, and the like, so that the judgment method is simple, and the danger and the inconvenience in use are caused by misjudgment. For example, when a vehicle approaches rapidly, the vehicle needs to accelerate and change lanes to avoid, and the vehicle cannot accelerate due to easy misjudgment; when a steep slope needs to be stepped on the accelerator quickly to rush to the slope, the driver is easy to misjudge, so that flameout is caused, and the driving experience is poor.

In the prior art, the habit of acquiring acceleration and deceleration records of a driver of the vehicle driving the vehicle for a period of time on a fixed road section is acquired, and the situation that the accelerator is stepped on by mistake is judged by adopting a weighting algorithm in combination with a front obstacle, voice information, the sex of the driver and the like, so that the vehicle is braked in an intervening way, for example, CN111152788A. This solution requires the same driver to drive for a longer time, giving the system information input, and when the driver changes, or drives to a new area, the system loses the references of the corresponding parts. The simultaneously referenced sex information of the driver cannot represent the probability of mistakenly stepping on the accelerator.

The accelerator pedal mistaken stepping prevention function is added on the basis of the existing AEB, the obstacle is judged through inputs such as a front-view camera, the responding accelerator pedal is scaled down according to the distance relation, the acceleration of the vehicle response is reduced, and time and distance are reserved for AEB emergency braking. Such as CN 209409817U. The scheme ensures that the basis of vehicle braking is an AEB system, and the AEB system design considers forced taking over (override) of the system by a driver, namely the system is automatically inhibited when the accelerator pedal exceeds a certain opening degree, so that collision still exists after the proportion of the accelerator pedal is reduced based on the distance. And just consider the risk of bumping before just like many prior art, and neglect the mistake of reversing the scene and step on the throttle.

Regarding when the accelerator pedal error prevention system is activated, most of the current solutions have no automatic scheme or are automatically activated only based on the driving habit data of the vehicle, and when the driver changes, the activation situation cannot be matched.

The braking or torque reducing operation is simply judged according to the obstacle distance and the acceleration of the vehicle, so that the emergency acceleration avoidance requirement of a driver under a special working condition is easily caused to be unsatisfied, and the vehicle safety is at risk. And the working condition during reversing and warehousing is not considered.

If the existing AEB function is relied on to brake the vehicle, the driver tends to have larger force when stepping on the accelerator by mistake, the AEB system can consider that the driver has a take-over requirement, the function is restrained, and enough braking force cannot be provided.

Disclosure of Invention

The invention aims to solve the defects in the prior art and provides an auxiliary system and method for preventing mistaken stepping on an accelerator.

The technical scheme adopted by the invention is as follows: an auxiliary system for preventing mistaken stepping on an accelerator comprises

The cloud database is used for sending the processed and stored V2X data and the running data to the control module;

the high-precision map module is used for acquiring lane-level positioning information of the vehicle and sending the lane-level positioning information to the control module

The radar module is used for detecting obstacle information in a certain range around the vehicle and sending the obstacle information to the control module;

the camera module is used for collecting image data around the vehicle and sending the image data to the control module;

the control module is used for processing and judging the received data and sending a control signal for activating the AEB system or inhibiting the AEB system or applying the maximum pressure brake to the execution module;

and the execution module is used for executing corresponding actions according to the received control signals.

Further, the data processed by the control module comprises driving data and road environment data, wherein the driving data comprises any one or more of a current gear, an accelerator opening, an accelerator pedal depth and a steering wheel corner speed, and the road environment information comprises any one or more of a forward gradient, a distance of an obstacle and an object approaching speed.

The auxiliary method for preventing the mistaken stepping on the accelerator comprises the steps of detecting running data of the position of a vehicle in real time in the running process of the vehicle, determining whether to activate the mistaken stepping on the accelerator preventing system according to the running data, and controlling to activate an AEB system or inhibit the AEB system or brake by increasing the maximum wheel cylinder pressure through an ESC according to the current driving data of the vehicle and road environment information after activating the mistaken stepping on the accelerator preventing system.

Further, the driving data includes any one or more of a current gear, an accelerator opening, an accelerator pedal depth, and a steering wheel rotation angle speed, and the road environment information includes any one or more of a forward gradient, a distance of an obstacle, and an object approaching speed.

Further, the position of the vehicle is located through a high-precision map.

Further, when any one of the following conditions is met, activating the accelerator mistaken stepping prevention system:

1) The historical average speed of other vehicles at the same time period at the position is smaller than the set speed X1;

2) The traffic congestion of the own lane;

3) The vehicle is positioned on a non-lane;

4) The vehicle is positioned in the water body radius N1.

Further, the maximum wheel cylinder pressure brake is applied by the ESC when any one of the following conditions is satisfied:

1) The current gear is in reverse gear, the accelerator opening is larger than the set opening M1%, and the distance between the nearest obstacle and the vehicle body is smaller than the set distance N2; the vehicle is in a reversing state at the moment, the current accelerator is kept to accelerate, the vehicle is switched to brake in an emergency, and the vehicle is stopped at an obstacle with a distance of N2. The vehicle is brought into a deceleration state by applying braking pressure through the ESC, and is braked and stopped at a critical position, so that contact with obstacles is avoided.

2) The current gear is in a forward gear, the vehicle is positioned on a non-driving road, the accelerator opening is larger than the set opening M1%, and the distance between the nearest obstacle and the vehicle body is smaller than the set distance N2. The vehicle is not on the travelable road, is positioned on a road shoulder, a non-motor vehicle lane and the like, and the acceleration of the vehicle at the moment can lead a driver to be incapable of switching to braking in an emergency in a driving scene of the non-motor vehicle lane, so that the vehicle is stopped at an obstacle with a distance of N2. The vehicle is brought into a deceleration state by applying braking pressure through the ESC, and is braked and stopped at a critical position, so that contact with obstacles is avoided.

Further, when any one of the following conditions is satisfied, the control suppresses the AEB system, and does not perform braking:

1) The current gear is in a forward gear, the vehicle is positioned on a running road, the depth of an accelerator pedal is more than or equal to the set depth M2%, the approaching speed of an object within a certain radius range is less than the set speed X2, and the forward gradient is more than or equal to the set gradient y; at the moment, objects such as other vehicles do not exist around the vehicle and the like and are quickly approaching, emergency avoidance is not needed, but the front gradient is larger from the perspective of high-precision map information, the vehicle can run on a slope only by keeping a certain power torque according to conventional data, and a radar is often caused to be considered as an obstacle by a big slope. Therefore, the false stepping prevention auxiliary system can inhibit the AEB system, does not brake, and allows the driver to step on a larger accelerator.

2) The current gear is in a forward gear, the vehicle is positioned on a running road, the depth of an accelerator pedal is more than or equal to the set depth M2%, the approaching speed of an object within a certain radius range is more than or equal to the set speed X2, and the steering wheel turning speed is more than or equal to the set turning speed X3 within a certain time. At this time, objects such as other vehicles and the like are rapidly approaching around the vehicle, and the driver subjectively makes a sudden trip, and considers that emergency avoidance or emergency lane change overtaking is needed at this time, so that the anti-misstep auxiliary system can inhibit the AEB system, does not brake, and allows the driver to step on a larger accelerator.

Further, control activates the AEB system when any one of the following conditions is met:

1) The current gear is in a forward gear, the vehicle is positioned on a running road, the depth of an accelerator pedal is more than or equal to the set depth M2%, the approaching speed of an object within a certain radius range is less than the set speed X2, and the forward gradient is less than the set gradient y; at the moment, objects such as other vehicles do not exist around the vehicle and the like and are rapidly approaching, emergency avoidance is not needed, the front gradient is small from the view of high-precision map information, and the vehicle can run on a slope without larger power torque according to convention data. The driver is in an abnormal aggressive state, so that the anti-false stepping auxiliary system keeps the AEB system activated all the time, and the vehicle can still have an emergency braking function to avoid collision even if the driver steps on the accelerator to exceed the threshold value for inhibiting the AEB.

2) The current gear is in a forward gear, the vehicle is positioned on a running road, the depth of an accelerator pedal is more than or equal to the set depth M2%, the approaching speed of an object within a certain radius range is more than or equal to the set speed X2, and the steering wheel turning speed is less than the set turning speed X3 within a certain time. At this time, objects such as other vehicles and the like near the vehicle are rapidly approaching, but the driver does not have a sharp turning direction subjectively, and is considered not to be in emergency avoidance or emergency lane change overtaking at this time, and danger is avoided by braking or accelerating, so that the anti-misstep auxiliary system keeps the AEB system activated all the time, and the vehicle can still have an emergency braking function to avoid collision even if the driver steps on the accelerator to exceed the threshold value for inhibiting the AEB.

Further, after the AEB system is activated, if the driver steps on the accelerator for the second time, the AEB system is inhibited; or after the maximum pressure braking is applied, if the driver steps on the accelerator for the second time, the accelerator mistakenly stepping on the accelerator preventing system is restrained. When the anti-misstep system is braked by the ESC or the AEB is kept activated, if the driver lifts the pedal and steps on the accelerator for the second time, the driver confirms that the acceleration is to be carried out through judging again, and at the moment, the system is restrained, and the vehicle accelerates according to the intention of the driver.

The beneficial effects of the invention are as follows:

according to the invention, cloud data are matched through the high-precision map, automatic activation is performed based on the running data at the same position in the same time period, the operation load of the system is reduced, and even if a driver is replaced, accurate matching is realized, the influence on system judgment is avoided.

The invention has finer judgment on the scenes of mistakenly stepping on the accelerator and actually needing to deeply stepping on the accelerator, prevents the vehicle from ascending a steep slope, reversing and warehousing, and is prevented by a system in an emergency avoidance scene.

Drawings

Fig. 1 is a schematic diagram of an auxiliary system of the present invention.

FIG. 2 is a flow chart of the auxiliary method of the present invention.

Detailed Description

The following describes the embodiments of the present invention further with reference to the drawings. The description of these embodiments is provided to assist understanding of the present invention, but is not intended to limit the present invention. In addition, technical features of the embodiments of the present invention described below may be combined with each other as long as they do not collide with each other.

As shown in fig. 1, the invention provides an accelerator false stepping prevention auxiliary system, which comprises a cloud database 1, which can be a map provider data center or other information storage centers collected by V2X road end equipment, and is used for processing a high-precision map and running data of each position; the vehicle end high-precision map module 2 is used for positioning the vehicle at high precision and transmitting the running data of the position; a millimeter wave radar 3 including four corner radars for detecting an oblique region and a front millimeter wave radar for detecting a forward region; the camera 4 and the ECU thereof process images detected by the front-view camera and the round-view camera and anti-false stepping logic decision processing; an ultrasonic radar 5 for detecting the distance of an obstacle within 8 meters of the radius around the vehicle; ESC 6, actuator for executing wheel brake; the TCU 7 is used for controlling and sending gear information; an ECU 8 for controlling the engine torque and providing accelerator pedal information to make a logic decision for preventing false stepping; BCM 9, body controller, control interactive prompts such as in-car sounds.

The abbreviations and key terms appearing are defined below

AEB: automatic Emergency Braking, automatic emergency braking. And detecting obstacles in front of the vehicle by using a forward-looking camera and a millimeter wave radar, and automatically controlling the vehicle to decelerate and stop after the system predicts that the collision contact time is less than a threshold value. When the driver steps on the accelerator deeply, the system inhibits and no automatic braking is provided.

High precision map: besides the information of the common map, the map containing additional information such as lane information, traffic signals, surrounding feature environments and the like is combined with high-precision positioning (such as Real-time kinematic (RTK) carrier phase difference technology, inertial sensing units and the like), so that the vehicle can accurately position itself and the lane, errors are in public grades, and other surrounding information attached to the map position is obtained.

ESC/ESP: electronic Stability Program an electronic stability control system, which can control the braking of each wheel.

EMS: engine Management System an engine management system can control the rotational speed and torque of the engine, thereby controlling acceleration and deceleration of the vehicle.

TCU: transmission Control Unit a transmission control unit controlling the automatic transmission gear.

And (3) activating a system: various conditions that the system can function under are met, and processing of the input information begins continually, determining when to trigger an action (e.g., braking, steering, etc.).

Triggering: the system judges that the action is required to be performed according to the input information and in combination with an internal algorithm, and executes the action.

The invention also provides an auxiliary method for preventing the accelerator from being stepped on by mistake, which comprises the following steps: in the running process of the vehicle, running data of the position of the vehicle is detected in real time, whether the accelerator mistaken stepping prevention system is activated or not is determined according to the running data, and after the accelerator mistaken stepping prevention system is activated, the AEB system is controlled to be activated or inhibited or the maximum pressure braking is controlled to be applied according to the current driving data of the vehicle and road environment information, namely, when various parameter information of the vehicle is used for controlling the activation or inhibition or the maximum pressure braking of the AEB system.

And in the running process of the vehicle, lane-level self-positioning is finished in real time through the high-precision map, and running data matched with the position of the cloud database is read. When the historical average speed of other vehicles at the same time period at the position is smaller than X1 Km/h (for example, 20 Km/h), the vehicle is congested, or the vehicle is not located in a lane, or is located in the water radius N1 m, and the accelerator mistaken stepping prevention auxiliary system is automatically activated.

The current gear information sent by the TCU is continuously detected after the system is activated, including D, N, P, R.

If the vehicle is in reverse gear R, the accelerator opening degree and ultrasonic radar information sent by the EMS are continuously judged, when the accelerator opening degree is more than or equal to M1 percent (for example, 20 percent), and meanwhile, ultrasonic radar detection barriers around the vehicle are smaller than N2M (for example, 0.5M), the ESC applies maximum pressure braking to enable the vehicle to reach deceleration of 9M/s2, meanwhile, a BCM system prompts that sounds, and an instrument prompts that the vehicle steps on by mistake. The maximum ESC pressure can be the maximum master cylinder pressure during AEB braking, and is selected during factory delivery according to different ESC performances of each vehicle type. After the first braking, a timer is started in the system, a time threshold T seconds is set, if a driver lifts the accelerator within the T seconds to enable the opening degree to be smaller than 20%, and presses the accelerator for the second time, the camera ECU does not send a signal to the ESC at the moment, and after the system is in a restrained state (considering the requirement of a vehicle such as a road edge) for more than T seconds, the system returns to normal logic, and the execution strategy is followed.

When the system detects that the vehicle is in a forward gear, the system continues to judge according to the lane information of the vehicle in the high-precision map information and the left and right lane information acquired by the camera: for example, the camera judges that left and right lanes exist, and the map indicates that the vehicle is in the middle lane, so that the vehicle is truly in the middle lane; the camera judges that the width of the right lane is equal to that of a road shoulder, a tree, a street lamp and the like, and the map indicates that the vehicle is on the right lane, so that the vehicle is truly on the right lane. When the camera information and the radar information are contradictory, the camera is used for judging the lane information of the vehicle. If not, the execution strategy is the same as when the TCU sends the R-stage. If the vehicle is in the lane, judging the depth of the accelerator pedal at the moment, and if the depth of the accelerator pedal is less than M2 percent, returning to judge the current gear again.

If the depth of the accelerator pedal is more than or equal to M2 percent (for example, 30 percent), the fusion information of the millimeter wave radar and the looking-around camera is simultaneously installed according to the front and four corners of the automobile, for example, the obstacle A on the right front side of the automobile is detected through the millimeter wave radar and is positioned at (pi/3, 16) (unit/M) under the polar coordinate with the central point of the automobile as the origin, and the millimeter wave radar transmits the point position information as the obstacle A to the camera ECU through CAN/CANFD/Flaxry/Ethernet protocol. The camera ECU obtains the detection result of the looking-around camera through a bus or an internal protocol, and if the camera detects that a continuous 16 m+/-1 m non-shielding space exists in the (pi/3) +/-pi/36) angle direction under the polar coordinate of the vehicle and a shielding object larger than 0.5mx0.5m exists outside 15m, the obstacle A is considered to exist. And the radar is informed of the position of the continuous feedback A through the bus, and the position is circularly checked with the image acquired by the camera until the position is lost. In the above example, the angular tolerance of + -pi/36, the distance tolerance of + -1 m, and the object size threshold of 0.5mx0.5m can be calibrated during the development stage based on sensitivity requirements. If the judgment of the radar and the camera cannot be matched, the camera information is used as the reference.

If the vehicle has a radius N3 m, the object approaching speed X2 Km/h (for example, an object approaching rapidly 36Km/h is in 20 m). And under the condition that the speed is greater than or equal to the speed, the system executes the next logic according to the steering wheel turning speed, and the AEB system is inhibited from emergency braking when the turning speed is greater than or equal to X3 DEG/s, wherein X3 DEG/s can be calibrated according to different SUV/sedan/two-compartment vehicle types. If the speed is smaller than X3 DEG/s, the AEB system is kept activated, emergency braking is carried out according to collision risk, a system prompt sound sounds, an instrument prompts, and if a driver steps on an accelerator for the second time, the AEB system is restrained, and emergency braking is not carried out. If no object approaching at high speed exists in the radius N3 m, the forward gradient is judged, and when the gradient is more than or equal to y percent (for example, 10 percent), the AEB system is inhibited, and the emergency braking is not performed. If the speed is less than y%, the AEB system is kept activated, emergency braking is performed according to collision risk, a system prompt sound sounds, an instrument prompts, and if a driver steps on an accelerator for the second time, the AEB system is restrained, and emergency braking is not performed.

The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present invention should be included in the scope of the present invention. What is not described in detail in this specification is prior art known to those skilled in the art.

Claims

1. An anti-misstep accelerator auxiliary system is characterized in that: comprising

the high-precision map module is used for acquiring lane-level positioning information of the vehicle and sending the lane-level positioning information to the control module;

the control module is used for determining whether the anti-misstep accelerator system is activated or not according to the received data, processing and judging the received data after the anti-misstep accelerator system is activated, and sending a control signal for activating the AEB system or inhibiting the AEB system or applying the maximum pressure brake to the execution module;

the execution module is used for executing corresponding actions according to the received control signals;

activating an anti-misstep accelerator system when any one of the following conditions is met:

2) The traffic congestion of the own lane;

3) The vehicle is positioned on a non-lane;

4) The vehicle is positioned in the water body radius N1;

braking by the ESC by the maximum wheel cylinder pressure when any one of the following conditions is satisfied:

1) The current gear is in reverse gear, the accelerator opening is larger than the set opening M1%, and the distance between the nearest obstacle and the vehicle body is smaller than the set distance N2;

2) The current gear is in a forward gear, the vehicle is positioned on a non-driving road, the accelerator opening is larger than the set opening M1%, and the distance between the nearest obstacle and the vehicle body is smaller than the set distance N2;

the control suppresses the AEB system from braking when any one of the following conditions is satisfied:

1) The current gear is in a forward gear, the vehicle is positioned on a running road, the depth of an accelerator pedal is more than or equal to the set depth M2%, the approaching speed of an object within a certain radius range is less than the set speed X2, and the forward gradient is more than or equal to the set gradient y;

2) The current gear is in a forward gear, the vehicle is positioned on a running road, the depth of an accelerator pedal is more than or equal to the set depth M2%, the approaching speed of an object within a certain radius range is more than or equal to the set speed X2, and the steering wheel turning speed is more than or equal to the set turning speed X3 within a certain time;

control activates the AEB system when any one of the following conditions is met:

1) The current gear is in a forward gear, the vehicle is positioned on a running road, the depth of an accelerator pedal is more than or equal to the set depth M2%, the approaching speed of an object within a certain radius range is less than the set speed X2, and the forward gradient is less than the set gradient y;

2) The current gear is in a forward gear, the vehicle is positioned on a running road, the depth of an accelerator pedal is more than or equal to the set depth M2%, the approaching speed of an object within a certain radius range is more than or equal to the set speed X2, and the steering wheel turning speed is less than the set turning speed X3 within a certain time.

2. The false accelerator pedal prevention assist system as set forth in claim 1, wherein: the data processed by the control module comprises driving data and road environment data, wherein the driving data comprises any one or more of a current gear, an accelerator opening, an accelerator pedal depth and a steering wheel rotation angle speed, and the road environment information comprises any one or more of a forward gradient, a distance of an obstacle and an object approaching speed.

3. An auxiliary method for preventing mistaken stepping on an accelerator is characterized by comprising the following steps of: in the running process of the vehicle, lane-level self-positioning is finished in real time through a high-precision map, running data of the position of the vehicle is detected by a cloud database is read, whether an anti-misstep accelerator system is activated is determined according to the running data, and after the anti-misstep accelerator system is activated, the AEB system is controlled to be activated or the AEB system is controlled to be inhibited or the maximum wheel cylinder pressure brake is increased through an ESC according to the current driving data of the vehicle and road environment information;

2) The traffic congestion of the own lane;

3) The vehicle is positioned on a non-lane;

4) The vehicle is positioned in the water body radius N1;

4. The false accelerator pedal prevention assisting method according to claim 3, wherein: the driving data comprises any one or more of a current gear, an accelerator opening, an accelerator pedal depth and a steering wheel rotation angle speed, and the road environment information comprises any one or more of a forward gradient, a distance of an obstacle and an object approaching speed.

5. The false accelerator pedal prevention assisting method according to claim 3, wherein: and positioning the position of the vehicle through a high-precision map.

6. The false accelerator pedal prevention assisting method according to claim 3, wherein: after the AEB system is activated, if the driver steps on the accelerator for the second time, the AEB system is restrained; or after the maximum pressure braking is applied, if the driver steps on the accelerator for the second time, the accelerator mistakenly stepping on the accelerator preventing system is restrained.