CN113401131A - Auxiliary system and method for preventing accelerator from being stepped on mistakenly - Google Patents

Auxiliary system and method for preventing accelerator from being stepped on mistakenly Download PDF

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Publication number
CN113401131A
CN113401131A CN202110737190.5A CN202110737190A CN113401131A CN 113401131 A CN113401131 A CN 113401131A CN 202110737190 A CN202110737190 A CN 202110737190A CN 113401131 A CN113401131 A CN 113401131A
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vehicle
accelerator
speed
data
depth
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CN113401131B (en
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沈骏
程梁柱
舒丽
杨祖煌
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/50—Barriers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/53—Road markings, e.g. lane marker or crosswalk
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/40—High definition maps
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention discloses an auxiliary system and method for preventing mistaken stepping on an accelerator. The method comprises the steps of detecting running data of a position where a vehicle is located in real time in the running process of the vehicle, determining whether to activate an accelerator mistaken stepping prevention system or not according to the running data, and controlling to activate an AEB system or inhibit the AEB system or apply maximum pressure braking according to current driving data and road environment information of the vehicle after the accelerator mistaken stepping prevention system is activated. According to the method, the cloud data are matched through the high-precision map, automatic activation is carried out on the basis of the driving data at the same position at the same time, the operation burden of the system is reduced, accurate matching is realized, and the system judgment is not influenced even if a driver replaces the vehicle.

Description

Auxiliary system and method for preventing accelerator from being stepped on mistakenly
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 used for detecting surrounding obstacles through a forward-looking camera, a millimeter wave radar, an ultrasonic radar and the like, and when collision risks exist in the obstacles, a driver is limited to throttle or actively brake to avoid the collision risks.
In the prior art, a front obstacle is detected through a radar, and when a driver with the obstacle still steps on an accelerator pedal, an electric signal of the accelerator pedal is cut off or reduced, so that the danger caused by mistaken acceleration is avoided; or the stepping speed of the accelerator pedal rises rapidly, and a new accelerator signal such as CN107009897A is also cut off, so that the judgment method is simple, and the misjudgment is easy to cause danger and inconvenience in use. For example, when a vehicle approaches quickly and needs to accelerate, change lanes and avoid, the vehicle is easy to misjudge and cannot accelerate; when a steep slope needs to be stepped on quickly to impact the slope, the driver is easy to misjudge to cause flameout, so that the driving experience is poor.
Conventionally, a habit is obtained by collecting acceleration and deceleration records of a driver driving a vehicle in a fixed road section for a period of time, and a weighting algorithm is adopted to judge the condition that an accelerator is mistakenly stepped on by combining a front obstacle, voice information, the sex of the driver and the like, so that the vehicle is involved in braking, such as CN 111152788A. This solution requires the same driver to drive for a longer time, giving the system information input, when the driver changes, or drives to a new area, the system loses the reference of the corresponding part. Meanwhile, the sex information of the driver which is referred to cannot represent the magnitude of the probability of stepping on the accelerator mistakenly.
The anti-misstep function of an accelerator pedal is added on the basis of the existing AEB, the obstacle is judged through input of a forward-looking camera and the like, the responding accelerator pedal is proportionally reduced according to the distance relation, the responding acceleration of a vehicle is further reduced, and time and distance are reserved for the AEB emergency braking. Such as CN 209409817U. The scheme enables the basis of vehicle braking to be an AEB system, and forced take-over (override) of a driver to the system is considered in the design of the AEB system, namely the system automatically restrains when an accelerator pedal exceeds a certain opening degree, so that collision still exists after the accelerator pedal is reduced in proportion based on the distance. And like many prior art, only consider the risk of bumping ahead, and neglected the mistake of backing a car the scene and step on the gas.
Most of the existing solutions do not have an automatic scheme about when the accelerator misoperation prevention system is activated, or the automatic activation is only carried out based on the driving habit data of the driver, and when the driver changes the accelerator misoperation prevention system, the activated situation cannot be matched.
Braking or torque reduction operation is judged simply according to the distance between the obstacles and the acceleration of the vehicle, so that the emergency accelerating and avoiding requirements of a driver under special working conditions are easily not met, and the safety of the vehicle is risked. And working conditions during backing and warehousing are not considered.
If the existing AEB function is used for braking the vehicle, the force is often large when the driver steps on the accelerator by mistake, the AEB system considers that the driver has a take-over requirement, the function is restrained, and sufficient braking force cannot be provided.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provide an auxiliary system and an auxiliary method for preventing stepping on an accelerator mistakenly.
The technical scheme adopted by the invention is as follows: an auxiliary system for preventing stepping on accelerator mistakenly comprises
The cloud database is used for sending the processed and stored V2X data and the driving data to the control module;
a high-precision map module for acquiring lane-level positioning information of the vehicle and sending the information to the control module
The radar module is used for detecting barrier information in a certain range around the vehicle and sending the barrier information to the control module;
the camera module is used for acquiring 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 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 includes driving data and road environment data, 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.
The auxiliary method for preventing the accelerator from being stepped on mistakenly 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 an accelerator system for preventing the accelerator from being stepped on mistakenly or not according to the running data, and controlling to activate an AEB system or inhibit the AEB system or brake by adding the maximum wheel cylinder pressure through ESC (electronic stability control) according to current driving data and road environment information of the vehicle after the accelerator system for preventing the accelerator from being stepped on mistakenly is activated.
Further, the driving data comprises any one or more of a current gear, an accelerator opening, an accelerator pedal depth and a steering wheel rotating 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.
Further, the position of the vehicle is located through a high-precision map.
Further, the accelerator stepping misoperation prevention system is activated when any one of the following conditions is met:
1) the historical average speed of other vehicles at the position in the same time period is less than the set speed X1;
2) the vehicle road is congested;
3) the vehicle is positioned on a non-lane;
4) the vehicle is positioned in the water body radius N1.
Further, the wheel cylinder pressure brake is increased by the ESC when any one of the following conditions is satisfied:
1) the current gear is in a reverse gear, the opening degree of the accelerator is larger than a set opening degree M1%, and the distance between the nearest barrier and the vehicle body is smaller than a set distance N2; the vehicle is in a reverse state at the moment, the current accelerator is kept to accelerate, the vehicle is switched to the brake in an emergency mode, and the vehicle is stopped at an obstacle at a distance N2. The ESC applies braking pressure to enable the vehicle to enter a deceleration state, and the vehicle is braked and stopped at a critical position to avoid contacting with an obstacle.
2) The current gear is in a forward gear, the vehicle is located on a non-driving road, the opening degree of the accelerator is larger than a set opening degree M1%, and the distance between the nearest obstacle and the vehicle body is smaller than a set distance N2. The vehicle is not on a drivable road, is located on a shoulder, a non-motorized lane, etc., and the acceleration of the vehicle at this time will cause the driver to fail to switch to braking urgently in a non-motorized lane driving scenario, stopping the vehicle at an obstacle at a distance of N2. The ESC applies braking pressure to enable the vehicle to enter a deceleration state, and the vehicle is braked and stopped at a critical position to avoid contacting with an obstacle.
Further, the AEB system is controlled to be inhibited and braking is not performed 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 a set depth M2%, the approaching speed of an object in a certain radius range is less than a set speed X2, and the forward gradient is more than or equal to a set gradient y%; at the moment, objects such as other vehicles and the like do not approach the periphery of the vehicle quickly, emergency avoidance is not needed, but the front slope is large from the perspective of high-precision map information, the vehicle can drive on a slope only by keeping a certain power torque according to conventional data, and the radar is often considered as an obstacle on a large slope. Therefore, the anti-misstep auxiliary system inhibits the AEB system at the moment, 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 larger than or equal to a set depth M2%, the approaching speed of an object in a certain radius range is larger than or equal to a set speed X2, and the steering wheel rotating speed in a certain time is larger than or equal to a set rotating speed X3. At the moment, other vehicles and other objects around the vehicle rapidly approach, and the driver subjectively and suddenly drives the direction, so that the driver thinks that emergency avoidance or emergency lane change overtaking is needed at the moment, the mistaken-stepping prevention auxiliary system inhibits the AEB system, does not brake and allows the driver to step on a larger accelerator.
Further, the AEB system is controlled to be activated 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 a set depth M2%, the approaching speed of an object in a certain radius range is less than a set speed X2, and the forward gradient is less than a set gradient y%; at the moment, objects such as other vehicles and the like do not rapidly approach the periphery of the vehicle, emergency avoidance is not needed, the front slope is small from the perspective of high-precision map information, and the vehicle can run on a slope without large power torque according to conventional data. The driver is in an unconventional aggressive state, so the mistaken-stepping prevention auxiliary system keeps the AEB system activated all the time at the moment, and the vehicle still has an emergency braking function to avoid collision even if the driver steps on the accelerator and exceeds 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 larger than or equal to a set depth M2%, the approaching speed of an object in a certain radius range is larger than or equal to a set speed X2, and the steering wheel rotating speed is smaller than a set rotating speed X3 within a certain time. At the moment, objects such as other vehicles and the like are rapidly close to the periphery of the vehicle, but the driver does not subjectively turn in a sharp direction, thinks that the vehicle is not in emergency avoidance or emergency lane change overtaking at the moment, and carries out danger avoidance through braking or accelerating, so the mistaken-stepping-prevention auxiliary system keeps the AEB system activated all the time, and even if the driver steps on the accelerator to exceed the threshold value for inhibiting the AEB, the vehicle still has an emergency braking function to avoid collision.
Furthermore, 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 brake is added, if the driver steps on the accelerator for the second time, the accelerator system is restrained from being stepped on by mistake. When the anti-mistaken-stepping system is braked by an ESC (electronic stability control) or the AEB system is kept activated, if the driver lifts the foot pedal and presses the accelerator for the second time, the situation that the driver determines to accelerate by judging again indicates that the system inhibits, and the vehicle accelerates according to the intention of the driver.
The invention has the beneficial effects that:
according to the method, the cloud data are matched through the high-precision map, automatic activation is carried out on the basis of the driving data at the same position at the same time, the operation burden of the system is reduced, accurate matching is realized, and the system judgment is not influenced even if a driver replaces the vehicle.
The invention has more precise judgment on the scene of mistakenly stepping on the accelerator and the scene of actually needing deep stepping on the accelerator, and prevents the vehicle from going up a steep slope, backing up and entering a garage, and being mistakenly stopped by a system in an emergency avoidance scene.
Drawings
FIG. 1 is a schematic diagram of the auxiliary system of the present invention.
FIG. 2 is a flow chart of an assistance method of the present invention.
Detailed Description
The following further describes embodiments of the present invention with reference to the drawings. It should be noted that the description of the embodiments is provided to help understanding of the present invention, but the present invention is not limited thereto. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
As shown in fig. 1, the invention provides an accelerator mis-stepping prevention auxiliary system, which comprises a cloud database 1, which can be an information storage center collected by a map provider data center or other V2X road-side devices, and is used for processing a high-precision map and driving data of each position; the vehicle-end high-precision map module 2 is used for positioning the vehicle and transmitting the driving data of the position of the vehicle at high precision; a millimeter wave radar 3 including four corner radars detecting an oblique region and a front millimeter wave radar detecting a forward region; the camera 4 and the ECU thereof process images detected by the forward-looking camera and the look-around camera and prevent mistaken stepping logic decision processing; the ultrasonic radar 5 detects the obstacle distance of the vehicle with the radius of 8 meters; ESC 6, actuator to carry out wheel brake; the TCU 7 is used for controlling and sending gear information; an ECU 8 for controlling the torque of the engine and providing information of an accelerator pedal for logic decision of preventing mistaken stepping; BCM 9, a vehicle body controller, and interactive prompts such as in-vehicle sound control.
The following definitions for each abbreviation and key term that appears
AEB: automatic Emergency Braking. The front-view camera and the millimeter wave radar are used for detecting the obstacle in front of the vehicle, and when the system predicts that the collision contact time is less than the threshold value, the vehicle is automatically controlled to decelerate and brake. When the driver steps on the accelerator deeply, the system inhibits and no automatic braking is provided any more.
High-precision maps: besides the information of the ordinary map, the map also contains additional information such as lane information, traffic signals, surrounding characteristic environment and the like, and the vehicle can accurately position the vehicle and the lane by combining high-precision positioning (such as Real-time kinematic (RTK) carrier-phase differential technology, inertial sensing units and the like), errors are in a common grade, and other surrounding information attached to the map position is obtained.
ESC/ESP: electronic Stability Program, an Electronic Stability control system, can control the braking of each wheel.
EMS: the Engine Management System can control the rotating speed and torque of the Engine, so as to control the acceleration and deceleration of the vehicle.
TCU: transmission Control Unit, Transmission Control Unit, controls the automatic Transmission gear.
And (3) activating a system: various conditions under which the system can function are met, and input information is continually processed to determine when to trigger actions (e.g., braking, steering, etc.).
Triggering: the system judges that action is needed according to the input information by combining with an internal algorithm and executes the action.
The invention also provides an auxiliary method for preventing stepping on the accelerator by mistake, which comprises the following steps: the method comprises the steps of detecting running data of a position where a vehicle is located in real time in the running process of the vehicle, determining whether to activate an accelerator system for preventing mistaken stepping according to the running data, controlling to activate an AEB system or inhibit the AEB system or apply maximum pressure braking according to current driving data and road environment information of the vehicle after the accelerator system for preventing mistaken stepping is activated, namely controlling when to activate the AEB system or inhibit the AEB system or apply maximum pressure braking according to various parameter information of the vehicle.
And in the driving process of the vehicle, lane-level self-positioning is completed in real time through the high-precision map, and the driving data matched with the cloud database and the position is read. When the historical average speed of other vehicles at the position is less than X1 Km/h (such as 20Km/h) in the same time period, or the vehicle is congested, or the vehicle is not positioned in a lane, or is positioned in the water body radius N1 m, the accelerator mis-stepping prevention auxiliary system is automatically activated.
The current gear information sent by the TCU is continuously detected after the system is activated, which includes D, N, P, R.
And if the speed is the reverse gear R, continuously judging the accelerator opening and the ultrasonic radar information sent by the EMS, and when the accelerator opening is larger than or equal to M1% (such as 20%) and the obstacle detected by the ultrasonic radar around the vehicle is smaller than N2M (such as 0.5M), applying the maximum pressure brake by the ESC to enable the vehicle to achieve the deceleration of 9M/s2, and simultaneously sounding the prompt tone of the BCM system and prompting the instrument to be stepped on by mistake. The maximum ESC pressure can be the maximum master cylinder pressure during AEB braking, and is selected when the ESC is delivered from a factory according to different ESC performances of various vehicle types. And starting a timer in the system after the first braking, setting a time threshold value for T seconds, if the driver lifts the accelerator within the T seconds to enable the opening degree to be less than 20%, and presses the accelerator for the second time, the camera ECU does not send a signal to the ESC, and after the system is in a suppression state (considering the requirements of the vehicle such as a road edge) and exceeds the T seconds, the system recovers a normal logic and follows the execution strategy.
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, if the camera judges that the left lane and the right lane exist and the map indicates that the vehicle is in the middle lane, the vehicle is actually in the middle lane; the camera judges that the width of the right lane is a shoulder/tree/street lamp and the like, and the map indicates that the vehicle is in the right lane, so that the vehicle is actually in the right lane. When the camera information and the radar information are contradictory, the camera is used for judging the information of the lane where the vehicle is located. If not, the execution strategy is the same as when the TCU sends the R gear. If the vehicle is in the lane, the current accelerator pedal depth is judged, and if the accelerator pedal depth is less than M2%, the vehicle returns to judge the current gear again.
If the depth of the accelerator pedal is larger than or equal to M2% (for example, 30%), the fusion information of the millimeter wave radar and the looking-around camera is installed by simultaneously referring to the front part and the four corners of the vehicle, for example, an obstacle A is detected to be arranged on the right front side of the vehicle through the millimeter wave radar, the obstacle A is located at (pi/3, 16) (unit/meter) under the polar coordinate with the center point of the vehicle as the origin, and the millimeter wave radar transmits the point location information as the obstacle A to the camera ECU through a CAN/CANFD/Flaxry/Ethernet protocol. The camera ECU obtains the detection result of the look-around camera through a bus or an internal protocol, and if the camera detects that a continuous 16m +/-1 m non-shielding space exists in the (pi/3) +/- (pi/36) angle direction under the polar coordinates of the vehicle, and a shielding object larger than 0.5mx0.5m exists outside 15m, the obstacle A is considered to exist. And tells the radar to continue to feed back the position of A through the bus, and carries out cyclic check with the image that the camera was gathered until losing. The angular tolerance of + -pi/36, the distance tolerance of + -1 m, and the object size threshold of 0.5mx0.5m in the above example can all be calibrated at the development stage according to the sensitivity requirements. And if the judgment of the radar and the camera cannot be matched, taking the camera information as a standard.
If the radius of the vehicle is N3 m, the approaching speed of the object is X2 Km/h (for example, 36Km/h of the object is in 20 m). For the condition of more than or equal to the speed, the system executes the next logic according to the steering wheel rotating speed, and the rotating speed is more than or equal to X3 DEG/s, the AEB system is restrained, and emergency braking is not carried out, wherein X3 DEG/s can be calibrated according to different SUV/car/two-compartment vehicle types. And keeping the AEB system activated when the speed is less than X3 degrees/s, emergently braking according to the collision risk, sounding a system prompt tone, prompting by an instrument, and inhibiting the AEB system without emergently braking if the driver steps on the accelerator for the second time. If no high-speed approaching object exists in the radius N3 m, the advancing gradient is judged, and when the gradient is larger than or equal to y percent (for example, 10 percent), an AEB system is restrained, and emergency braking is not carried out. If the speed is less than y%, the AEB system is kept activated, emergency braking is carried out according to the collision risk, a system prompt tone is sounded, an instrument prompts, and if the driver steps on the accelerator for the second time, the AEB system is restrained, and emergency braking is not carried out.
The above description is only an embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Those not described in detail in this specification are within the skill of the art.

Claims (10)

1. The utility model provides an prevent stepping on gas auxiliary system by mistake which characterized in that: comprises that
The cloud database is used for sending the processed and stored V2X data and the driving data to the control module;
a high-precision map module for acquiring lane-level positioning information of the vehicle and sending the information to the control module
The radar module is used for detecting barrier information in a certain range around the vehicle and sending the barrier information to the control module;
the camera module is used for acquiring 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 maximum pressure brake to the execution module;
and the execution module is used for executing corresponding actions according to the received control signals.
2. The accelerator press-on assist system according to claim 1, wherein: the data processed by the control module comprise driving data and road environment data, the driving data comprise any one or more of a current gear, an accelerator opening, an accelerator pedal depth and a steering wheel turning speed, and the road environment information comprises any one or more of an advancing gradient, a distance of an obstacle and an object approaching speed.
3. An auxiliary method for preventing stepping on an accelerator mistakenly is characterized by comprising the following steps: and in the running process of the vehicle, detecting the running data of the position of the vehicle in real time, determining whether to activate the accelerator system for preventing mistaken stepping according to the running data, and after activating the accelerator system for preventing mistaken stepping, controlling to activate the AEB system or inhibit the AEB system or brake by adding the maximum wheel cylinder pressure through ESC (electronic stability control) according to the current driving data and road environment information of the vehicle.
4. The accelerator press-on assist 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 turning 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 accelerator press-on assist method according to claim 3, wherein: and the position of the vehicle is positioned through a high-precision map.
6. The accelerator press-on assist method according to claim 3, wherein: when any one of the following conditions is met, activating an accelerator stepping misoperation prevention system:
1) the historical average speed of other vehicles at the position in the same time period is less than the set speed X1;
2) the vehicle road is congested;
3) the vehicle is positioned on a non-lane;
4) the vehicle is positioned in the water body radius N1.
7. The accelerator press-on assist method according to claim 3, wherein: braking by ESC plus maximum wheel cylinder pressure when any one of the following conditions is satisfied:
1) the current gear is in a reverse gear, the opening degree of the accelerator is larger than a set opening degree M1%, and the distance between the nearest barrier and the vehicle body is smaller than a set distance N2;
2) the current gear is in a forward gear, the vehicle is located on a non-driving road, the opening degree of the accelerator is larger than a set opening degree M1%, and the distance between the nearest obstacle and the vehicle body is smaller than a set distance N2.
8. The accelerator press-on assist method according to claim 3, wherein: and controlling to restrain the AEB system and not braking 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 a set depth M2%, the approaching speed of an object in a certain radius range is less than a set speed X2, and the forward gradient is more than or equal to a 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 larger than or equal to a set depth M2%, the approaching speed of an object in a certain radius range is larger than or equal to a set speed X2, and the steering wheel rotating speed in a certain time is larger than or equal to a set rotating speed X3.
9. The accelerator press-on assist method according to claim 3, wherein: controlling activation of 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 a set depth M2%, the approaching speed of an object in a certain radius range is less than a set speed X2, and the forward gradient is less than a 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 larger than or equal to a set depth M2%, the approaching speed of an object in a certain radius range is larger than or equal to a set speed X2, and the steering wheel rotating speed is smaller than a set rotating speed X3 within a certain time.
10. The accelerator press-on assist 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 inhibited; or after the maximum pressure brake is added, if the driver steps on the accelerator for the second time, the accelerator system is restrained from being stepped on by mistake.
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