CN106828502B - Method for identifying bad driving behavior of automobile driver when stepping on accelerator - Google Patents
Method for identifying bad driving behavior of automobile driver when stepping on accelerator Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 30
- 230000008859 change Effects 0.000 claims abstract description 47
- 230000001133 acceleration Effects 0.000 claims abstract description 42
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 17
- 230000006399 behavior Effects 0.000 abstract description 49
- 238000005070 sampling Methods 0.000 description 7
- 238000005516 engineering process Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 238000011156 evaluation Methods 0.000 description 4
- 239000000446 fuel Substances 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 206010039203 Road traffic accident Diseases 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000012850 discrimination method Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
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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
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0676—Engine temperature
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
- B60W2540/106—Rate of change
Abstract
The invention discloses a method for identifying undesirable driving behaviors caused by the fact that an automobile driver steps on an accelerator, which comprises the following steps of: the method comprises the steps of obtaining automobile running data within preset time through any means and measures, wherein the automobile running data comprises automobile speed, accelerator travel, engine rotating speed and engine water temperature data obtained according to certain preset frequency. And according to the time sequence, judging that the driver has rapid acceleration behavior when the speed and the accelerator travel change rate of the automobile meet preset conditions. And when the speed, the rotating speed, the water temperature and the throttle travel of the automobile meet preset conditions, judging that the driver has the behavior of stopping to roll the throttle. By applying the identification method, the bad driving behavior of the automobile driver caused by stepping on the accelerator can be accurately and timely judged.
Description
Technical Field
The invention relates to the fields of automobiles and engines, information technology, Internet of vehicles, driver management and evaluation and the like.
Background
Due to the rapid development of the automobile industry, non-specialization of drivers is brought, driving behaviors are different, and driving levels are different. Incorrect and unreasonable driving behavior can lead to problems in various respects. In order to accurately evaluate the driving behavior of a driver, an evaluation method of the driving behavior of the driver is specially established, and the evaluation method is particularly suitable for being applied to the field of Internet of vehicles. The research is particularly important due to the great national requirements on energy conservation and environmental protection, the reduction of traffic accidents and the improvement of personal safety calls. The rapid acceleration driving behavior is the first of the bad driving behavior of the driver. Because it can have serious adverse consequences, firstly, the actions are very energy-saving, and huge waste of energy consumption is caused; secondly, the safety of the vehicle is affected, and traffic accidents such as rear-end collision, vehicle collision and the like are easily caused; and thirdly, parts of an engine and the whole vehicle are easily damaged, and reliability is influenced. The behavior of the driver to bump the accelerator during parking is also a behavior of wasting fuel in vain, and is a driving behavior which is very energy-saving. Both of these behaviors are typical bad driving behaviors, both due to improper stepping on the throttle. It is therefore necessary to establish accurate judgment criteria and identification methods for these undesirable driving behaviors.
In the prior art, a detection method for rapid acceleration is to acquire the speed of an automobile through a sensor module or a GPS module installed on the automobile and calculate the speed change in unit time to obtain the acceleration of the automobile. The method meets the requirement of judging the rapid acceleration by using two parameters of average acceleration, rate increment (acceleration) of a first time interval, rate increment (acceleration) of a second time interval and maximum accelerator travel to reach preset values. It can be said that no matter which two parameters meet the requirement, an acceleration will meet the requirement of a preset value, that is, the basic condition for judging the rapid acceleration by the technology is the acceleration value. The rapid acceleration of an automobile means that the acceleration is relatively large, and the most basic theory is to determine whether the rapid acceleration is generated or not by using an acceleration value.
If the driver wants to overtake when the automobile is running on the road, the driver can show his will of accelerating suddenly by stepping on the accelerator suddenly, when the loaded weight of the automobile is larger or the running resistance is larger, the automobile is difficult to rapidly increase the speed within a period of time after the driver steps on the accelerator suddenly, and the acceleration of the automobile is very small at the moment, even 0. If the condition is judged by the acceleration of the automobile, the judgment result is that no rapid acceleration action exists, but the real condition is that the driver very urgently steps on the accelerator to the bottom, although the automobile does not have the acceleration in the surface, the automobile consumes a large amount of fuel, the fuel which is not combusted in time also causes emission pollution to the environment, and meanwhile, the abrasion and the reliability of the automobile and an engine are caused. The driver's sharp acceleration behavior that causes such a mischief must be identified. Therefore, it is not possible to actually, accurately and promptly judge the acceleration of the vehicle for the rapid acceleration of the driver.
In the prior art, the automatic optimization method of the driving behavior also refers to a judgment process of the rapid acceleration behavior, wherein the rapid acceleration behavior occurs if the opening value of an accelerator pedal exceeds a first set value in unit time.
The use of the one-time accelerator pedal opening degree as a condition for judging rapid acceleration causes a problem of erroneous judgment in the case shown in fig. 1. Fig. 1 shows a possible change of the accelerator stroke per time interval, and it is considered that the driver steps on the accelerator from O to a point a in the above-described technique, the time interval is 10ms, and if the accelerator pedal opening degree at the point a satisfies the first set value, the driver is determined to be a rapid acceleration behavior. However, the following problems are not considered at all:
one is that because the sampling time of the technology is very short, 10ms, a is the next time sampling point of O point, the stroke of a may still be within the idle stroke of the accelerator, and as is well known, the accelerator pedal, the clutch, the brake pedal, etc. all have the idle stroke. The increase of fuel will not occur in the idle stroke, and the rapid acceleration will not occur naturally, so the situation will generate the misjudgment.
And secondly, if the stroke of the accelerator A is larger than the idle stroke of the accelerator, the misjudgment can be caused under the following condition that the opening degree of the accelerator pedal keeps unchanged after the point A and continues to the point C. The situation occurs at the moment when the driver steps on the accelerator from the moment when the driver does not step on the accelerator, the strength cannot be completely grasped, but the driver keeps the accelerator unchanged after stepping on the accelerator, the driver runs at a constant speed, the driver does not have the desire of continuous acceleration, the situation does not belong to the rapid acceleration behavior, but the technology disclosed above is judged to be the rapid acceleration behavior.
Another case is where the accelerator pedal opening drops to B or even 0 immediately after point a. In this case, only the accelerator at point A with the time interval of (10 ms) is increased, and the accelerator pedal does not continue to be deeply stepped at other times or even is not stepped. It includes not only the situation that the driver carelessly or unconsciously touches the throttle, but also the willingness of the driver to slow down. If the throttle status goes from O to A to B, then the vehicle will be in a deceleration state. The above technique still judges the behavior of rapid acceleration. Therefore, the recognition method using the above-described technology, which determines that the rapid acceleration behavior occurs if the accelerator pedal opening value exceeds the first set value per unit time, has a technical drawback.
Disclosure of Invention
The invention provides a recognition method capable of comprehensively and accurately evaluating bad driving behaviors of a driver caused by stepping on an accelerator. The method can be widely applied to the fields of automobiles and engines, information technology, Internet of vehicles, driver management and evaluation and the like.
In order to achieve the technical purpose, the invention adopts the following specific technical scheme:
the method for identifying the bad driving behavior caused by the accelerator stepping of the automobile driver comprises the following steps:
acquiring automobile running data within preset time by any means and measures, wherein the automobile running data comprises automobile speed, accelerator travel, engine rotating speed and engine water temperature data acquired according to certain preset frequency;
step two, judging whether the automobile speed is greater than 0, and if so, entering step three; if the value is equal to 0, entering a seventh step;
step three, calculating the accelerator stroke change rate of each time interval in a preset time range according to the time sequence, and calculating the sum of the accelerator stroke change rates of the time interval and the adjacent next time interval;
step four, calculating and comparing whether the change rate of the accelerator stroke in a time interval is greater than a first threshold value;
step five, calculating and comparing whether the sum of the accelerator travel change rates of the time interval and the adjacent next time interval is greater than a threshold value two;
step six, when the step four and the step five are simultaneously met, judging that the driver has a sudden acceleration behavior;
judging whether the rotating speed of the engine is greater than 0;
step eight, when the rotating speed of the engine is greater than 0 in the step seven, judging whether the water temperature of the engine is greater than a threshold value three or not;
step nine, when the water temperature of the engine is larger than the threshold value three in the step eight, judging whether the accelerator stroke is larger than 0;
step ten, when the accelerator stroke in the step nine is larger than 0, judging that the driver has the behavior of stopping to roll the accelerator.
The first threshold value is set within a range of 200%/s to 500%/s, and the second threshold value is set within a range of 300%/s to 800%/s.
The setting range of the third threshold value is-10 ℃ to 0 ℃.
The technical scheme of the invention has the following beneficial effects:
the invention judges the rapid acceleration behavior of A driver by using the change rate of the two accelerator strokes, as shown in figure 1, the sampling time interval of the accelerator is 100ms, namely the change rate of the accelerator stroke between O-A meets A first threshold value, then the change rate of the accelerator stroke between A-D is calculated, and when the sum of the change rates of the two accelerator strokes of O-A and A-D meets A second threshold value, the rapid acceleration behavior of the driver is judged. The behavior that the driver wants to accelerate continuously and suddenly is completely identified by applying the accelerator stroke change rate twice and the change rate threshold values of the two times are different. Meanwhile, the invention also accurately judges the behavior of the driver on accelerator bombing when the driver parks according to the parameters of the automobile speed, the engine water temperature and the accelerator travel. Therefore, according to the method of the invention, two bad driving behaviors of the automobile driver caused by stepping on the accelerator can be accurately identified and judged.
Drawings
FIG. 1 is a schematic view of a throttle travel;
fig. 2 is a schematic flow chart of a method for identifying undesirable driving behavior caused by accelerator pedaling of a driver according to an embodiment of the present invention.
Detailed Description
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following detailed description is given with reference to the accompanying drawings of the embodiments of the present invention, and it is obvious that the drawings described are only a part of the embodiments of the present invention, and all other embodiments and drawings obtained without inventive work by those skilled in the art belong to the protection scope of the present invention.
The method for identifying the poor driving behavior caused by the accelerator stepping of the driver according to the embodiment of the invention is described in detail below with reference to fig. 2.
Referring to fig. 2, the method flow of the embodiment of the present invention may include steps one to ten.
The method for identifying the sudden acceleration behavior which is one of the bad driving behaviors caused by the driver stepping on the accelerator is realized by a process Step1-Step2-Step3-Step4-Step5-Step6 shown in fig. 2. The method for identifying the two-parking throttle rolling behavior of the poor driving behavior caused by the driver stepping on the throttle is realized by a process Step1-Step2-Step7-Step8-Step9-Step10 shown in fig. 2. The details are as follows.
The method comprises the steps that firstly, automobile running data within preset time is obtained through any means and measures including a vehicle-mounted terminal, a sensor and the like, wherein the automobile running data comprises data of automobile speed, accelerator travel, engine rotating speed and engine water temperature obtained according to certain preset frequency.
The frequencies of these data acquisitions, which may be the same or different, are defined according to the frequency required for each data by the overall discrimination method. In the invention, the sampling frequency of the automobile speed and the accelerator stroke data is 100ms, the sampling frequency of the engine rotating speed data is 10ms, and the sampling frequency of the engine water temperature data is 2 s.
And Step two, judging whether the vehicle speed is greater than 0, and continuing to Step3 when the vehicle speed is greater than 0. If the vehicle speed is equal to 0, Step7 is continued.
The step is to judge whether the automobile is in a driving state or a parking state, and when the speed of the automobile is more than 0, the automobile is in the driving state and the automobile is in motion. When the vehicle speed is equal to 0, it represents that the vehicle is in a stopped state and the vehicle is stationary.
And step three, calculating the accelerator stroke change rate of each time interval in a preset time range according to the time sequence, and calculating the sum of the accelerator stroke change rate of the time interval and the accelerator stroke change rate of the next adjacent time interval.
The rate of change of throttle stroke is defined as (throttle stroke at present time-throttle stroke at previous time)/time interval.
For example, the sampling frequency of the current accelerator stroke data is 100ms, the accelerator stroke at each running time in 500ms is acquired, and the accelerator stroke change rate at each two adjacent running times is calculated, that is, the accelerator stroke change rate of 200ms relative to 100ms, the accelerator stroke change rate of 300ms relative to 200ms, the accelerator stroke change rate of 400ms relative to 300ms, and the accelerator stroke change rate of 500ms relative to 400ms are calculated. Then, the sum of the accelerator stroke change rate of the 200 th ms to the 100 th ms and the accelerator stroke change rate of the 300 th ms to the 200 th ms is calculated, the sum of the accelerator stroke change rate of the 300 th ms to the 200 th ms and the accelerator stroke change rate of the 400 th ms to the 300 th ms is calculated, and the sum of the accelerator stroke change rate of the 400 th ms to the 300 th ms and the accelerator stroke change rate of the 500 th ms to the 400 th ms is calculated. By analogy, the throttle stroke change rate of all the moments relative to the previous moment in the preset time period and the sum of the throttle change rate of the moment and the throttle change rate of the next moment can be calculated.
And step four, judging whether the accelerator stroke change rate of a time interval is greater than a threshold value one according to the time sequence.
And step five, when the accelerator stroke change rate of one time interval in the step four is greater than a threshold value one, judging whether the sum of the accelerator stroke change rates of the time interval and the adjacent next time interval is greater than a threshold value two.
And step six, judging that the driver has rapid acceleration behavior when the step four and the step five are simultaneously met.
Namely, the throttle stroke change rate of one time interval is greater than a first set threshold value, the first set threshold value is 200%/s-500%/s, the sum of the throttle stroke change rates of the time interval and the next adjacent time interval is greater than a second threshold value, and the second set threshold value is 300%/s-800%/s. When the two conditions are met, the driver is judged to have sudden acceleration.
For example, if the accelerator stroke change rate of the 200ms to the 100ms is greater than the first threshold (200%/s-500%/s), the method continues to determine whether the sum of the accelerator stroke change rate of the 200ms to the 100ms and the accelerator stroke change rate of the 300ms to the 200ms is greater than the second threshold (300%/s-800%/s), and if so, determines that the rapid acceleration behavior occurs. Similarly, when the accelerator stroke change rate of the 300ms to the 200ms is judged to be greater than the first threshold value (200%/s-500%/s), the judgment is continued to be made as to whether the sum of the accelerator stroke change rate of the 300ms to the 200ms and the accelerator stroke change rate of the 400ms to the 300ms is greater than the second threshold value (300%/s-800%/s), and when the sum is greater than the second threshold value, the rapid acceleration behavior is judged to occur. By analogy, all the rapid acceleration behaviors occurring in the preset time period can be judged.
And step seven, when the automobile speed is judged to be equal to 0 in the step two, continuously judging whether the engine speed is greater than 0.
The step is to judge whether the engine of the automobile is in a working state when the automobile is still, and if the rotating speed of the engine is more than 0, the engine is in the working state without flameout.
And step eight, when the rotating speed of the engine is greater than 0 in the step seven, judging whether the water temperature of the engine is greater than a threshold value three.
The step is to judge the water temperature state of the engine when the automobile is static and the engine is not in a flameout state. When the temperature of the engine water is greater than the third preset threshold value, the third preset threshold value is (-10 ℃ -0 ℃), the engine is in a hot vehicle state, or the ambient temperature is not an extreme condition, and when the temperature of the engine water is less than the third preset threshold value, the engine is in a cold vehicle state, or the ambient temperature is an extreme condition.
And step nine, when the water temperature of the engine is larger than the threshold value three in the step eight, judging whether the accelerator stroke is larger than 0.
Step ten, when the accelerator stroke in the step nine is larger than 0, judging that the driver has the behavior of stopping and bombing the accelerator.
The driver parking throttle bombing behavior is realized by a process Step1-Step2-Step7-Step8-Step9-Step10 shown in the attached figure 2, and the complete meaning of the process is as follows: when the automobile is judged to be in a parking state when the automobile is static, whether the engine is in a normal working state or a flameout state at the moment is judged, if the engine is in the normal working state and the water temperature of the engine is not in an extremely low condition, the engine does not need to be heated by stepping on the accelerator, and if the driver has the behavior of stepping on the accelerator at the moment, the driver is judged to have the behavior of knocking the accelerator when the driver stops. This action is very wasteful of energy and has no benefit to the vehicle and engine.
All other embodiments, which can be obtained by a person skilled in the art without inventive effort based on the embodiments of the present invention, are within the scope of the present invention.
Claims (3)
1. The method for identifying the bad driving behavior caused by the accelerator stepping of the automobile driver is characterized by comprising the following steps of:
acquiring automobile running data within preset time by any means and measures, wherein the automobile running data comprises automobile speed, accelerator travel change rate, engine rotating speed and engine water temperature data acquired according to certain preset frequency;
step two, judging whether the automobile speed is greater than 0, and if so, entering step three; if the value is equal to 0, entering a seventh step;
step three, calculating the accelerator stroke change rate of each time interval in a preset time range according to the time sequence, and calculating the sum of the accelerator stroke change rates of the time interval and the adjacent next time interval;
step four, calculating and comparing whether the change rate of the accelerator stroke in a time interval is greater than a first threshold value;
step five, calculating and comparing that the sum of the accelerator travel change rates of the time interval and the adjacent next time interval is greater than a threshold value two;
step six, when the step four and the step five are simultaneously met, judging that the driver has a sudden acceleration behavior;
judging whether the rotating speed of the engine is greater than 0;
step eight, when the rotating speed of the engine is greater than 0 in the step seven, judging whether the water temperature of the engine is greater than a threshold value three or not;
step nine, when the water temperature of the engine is larger than the threshold value three in the step eight, judging whether the accelerator stroke is larger than 0;
step ten, when the accelerator stroke in the step nine is larger than 0, judging that the driver has the behavior of stopping to roll the accelerator.
2. The method as claimed in claim 1, wherein the first threshold is set in a range of 200%/s to 500%/s, and the second threshold is set in a range of 300%/s to 800%/s.
3. The method as claimed in claim 1, wherein the threshold three is set in a range of-10 ℃ to 0 ℃.
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| CN107985197A (en) * | 2017-12-28 | 2018-05-04 | 贵州大学 | A kind of driver's bad steering habitual correction system and its antidote |
| CN110320545B (en) * | 2018-03-30 | 2021-09-28 | 昆山微电子技术研究院 | Method, device and system for identifying sudden speed change |
| CN109857002B (en) | 2019-01-15 | 2021-07-20 | 北京百度网讯科技有限公司 | Data acquisition method, device, equipment and computer readable storage medium |
| CN111881808B (en) * | 2020-07-23 | 2023-09-15 | 长安大学 | Method for identifying abnormal operation behavior of driver in starting stage of electric bus based on continuous tracking data |
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Effective date of registration: 20231213 Address after: No.1, xinhongqi street, automobile economic and Technological Development Zone, Changchun, Jilin Province Patentee after: China Faw Co.,Ltd. Patentee after: CHANGCHUN AUTOMOTIVE TEST CENTER Co.,Ltd. Address before: 214000 99 Yongle East Road, Liang Xi District, Wuxi, Jiangsu. Patentee before: China Faw Co.,Ltd. |