CN110920590A

CN110920590A - Driving assistance method, driving assistance device and electronic parking system

Info

Publication number: CN110920590A
Application number: CN201911273088.3A
Authority: CN
Inventors: 陈箭; 祁富伟; 朱鹏昊; 高鹏
Original assignee: SUZHOU SAC AUTO TECHNOLOGY Co Ltd
Current assignee: SUZHOU SAC AUTO TECHNOLOGY Co Ltd
Priority date: 2019-12-12
Filing date: 2019-12-12
Publication date: 2020-03-27
Anticipated expiration: 2039-12-12
Also published as: CN110920590B

Abstract

The application relates to a driving assistance method, a driving assistance device and an electronic parking system. The method comprises the following steps: acquiring a vehicle signal state, and judging whether the vehicle signal state meets the requirement of entering a driving auxiliary mode; when the vehicle signal state is judged to meet the requirement of entering a driving auxiliary mode, detecting whether a deceleration request input signal exists or not; when a deceleration request input signal is detected, confirming a corresponding driving auxiliary mode according to different vehicle signal states; and performing driving assistance on the vehicle according to the confirmed driving assistance mode, and ending the cycle. The method is automatically and circularly executed when the electronic parking controller runs, and whether the vehicle needs to enter a driving assistance mode is judged according to the real-time signal state of the vehicle, so that driving assistance can be carried out when the vehicle breaks down, and a driver does not need to manually trigger a switch; the driving assistance modes are different according to different vehicle signal states, so that the driving safety can be improved.

Description

Driving assistance method, driving assistance device and electronic parking system

Technical Field

The present disclosure relates to electronic parking technologies, and in particular, to a driving assistance method, a driving assistance device, and an electronic parking system.

Background

In recent years, since automobile traffic accidents frequently occur, the driving safety of automobiles is more and more emphasized, and the brake system of automobiles has the highest safety level requirement as an important automobile part for decelerating, stopping and parking the automobiles. At present, most passenger vehicles use hydraulic pressure as a vehicle service braking medium, pedal force applied to a brake pedal by a driver is converted into hydraulic pressure applied to a wheel cylinder of the vehicle through a brake boosting device and a hydraulic control unit, and potential safety hazards brought by the hydraulic pressure are as follows: if the brake fluid leaks from the hydraulic system or the brake power assisting device fails, the hydraulic pressure is directly pushed by the foot force of the driver to serve as a service braking medium, so that the sufficient braking strength cannot be achieved, the vehicle can be decelerated and stopped as soon as possible, and even the vehicle can lose the braking capability and then run away in case of serious conditions.

In order to solve the above problems, an electronic parking system has been developed. The electronic parking system is an automobile part which works by a motor, pushes a vehicle wheel cylinder to slide through a mechanical transmission mechanism and applies braking torque to a brake disc. The electronic parking system can provide certain braking torque for two rear wheels of the vehicle during the running process of the vehicle, so that a new service braking medium is provided for the vehicle. However, the application condition of the electronic parking system in the related art is generally a stationary vehicle state. Under the vehicle driving condition, a driver can trigger the service braking function of the electronic parking through operating the electronic parking switch, but the triggering mode is often ignored by the driver, especially under the emergency condition, the driver is careless for reasons such as tension, and the problem of potential safety hazard still exists in driving due to troublesome operation.

Disclosure of Invention

In view of the above, it is necessary to provide a driving assistance method, a driving assistance device, and an electronic parking system that can improve driving safety.

In order to achieve the above object, in one aspect, an embodiment of the present application provides a driving assistance method, which is executed cyclically when an electronic parking controller is in a power-on state, and the method includes:

acquiring a vehicle signal state, and judging whether the vehicle signal state meets the requirement of entering a driving auxiliary mode;

when the vehicle signal state is judged to meet the requirement of entering a driving auxiliary mode, detecting whether a deceleration request input signal exists or not;

when a deceleration request input signal is detected, confirming a corresponding driving auxiliary mode according to different vehicle signal states;

and performing driving assistance on the vehicle according to the confirmed driving assistance mode, and ending the cycle.

On the other hand, the embodiment of the present application further provides a driving assistance device, including the following steps:

the vehicle signal detection module is used for acquiring a vehicle signal state and judging whether the vehicle signal state meets the requirement of entering a driving auxiliary mode;

the deceleration request detection module is used for detecting whether a deceleration request input signal exists or not when the vehicle signal state is judged to meet the requirement of entering the driving auxiliary mode;

the driving auxiliary mode determining module is used for determining a corresponding driving auxiliary mode according to different vehicle signal states when the deceleration request input signal is detected to exist;

and the driving auxiliary control module is used for assisting the vehicle in driving according to the driving auxiliary mode and ending the cycle.

In another aspect, an embodiment of the present application further provides an electronic parking system, which includes an electronic parking controller, where a driving assistance program is stored in a main chip of the electronic parking controller, and the main chip implements the steps of the driving assistance method when executing the driving assistance program.

According to the driving assisting method, the driving assisting device and the electronic parking system, when the electronic parking controller is in a power-on state, the method is executed circularly. Judging whether the vehicle signal state meets the requirement of entering a driving auxiliary mode or not by acquiring the vehicle signal state; when the vehicle signal state is judged to meet the requirement of entering a driving auxiliary mode, detecting whether a deceleration request input signal exists or not; and when the deceleration request input signal is detected to exist, confirming the corresponding driving auxiliary mode according to different vehicle signal states, and performing driving auxiliary on the vehicle according to the confirmed driving auxiliary mode, wherein the cycle is ended. According to the scheme, the method is automatically and circularly executed when the electronic parking controller runs, and whether the vehicle needs to enter a driving auxiliary mode is judged according to the real-time signal state of the vehicle, so that driving assistance can be performed when the vehicle breaks down, and a driver does not need to manually trigger a switch; the driving assistance modes are different according to different vehicle signal states, so that the driving safety can be improved.

Drawings

FIG. 1 is a diagram illustrating an exemplary driving assistance method;

FIG. 2 is a flow chart illustrating a driving assistance method according to an embodiment;

FIG. 3 is a schematic flow chart illustrating the determination of vehicle signal status according to one embodiment;

FIG. 4 is a flow chart illustrating a method for determining driving assistance according to different vehicle signal states according to an embodiment;

FIG. 5 is a flow diagram illustrating an exemplary process for determining a deceleration request input signal;

FIG. 6 is a flow chart illustrating a driving assistance method according to an embodiment;

FIG. 7 is a diagram illustrating an embodiment of a driving assistance method applied to a real vehicle;

fig. 8 is a block diagram showing a configuration of a driving assistance apparatus according to an embodiment.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

The driving assistance method provided by the application can be applied to the application environment shown in fig. 1. Therein, an electronic parking controller 102 is disposed in a vehicle 104. The electronic parking Controller 102 communicates with devices, sensors, and the like in the vehicle 104 by way of a Controller Area Network (CAN) bus, signal lines, and the like. Devices in the Vehicle 104 may include a brake booster, a VCU (Vehicle Control Unit), an HCU (Hydraulic Control Unit), and the like, and sensors may include a brake pedal sensor, a wheel speed sensor, and the like. Specifically, the method is executed cyclically while the electronic parking controller 102 is in a powered-on state. The electronic parking controller 102 acquires a vehicle signal state and judges whether the vehicle signal state meets the requirement of entering a driving auxiliary mode; when the vehicle signal state is judged to meet the requirement of entering a driving auxiliary mode, detecting whether a deceleration request input signal exists or not; when a deceleration request input signal is detected, confirming a corresponding driving auxiliary mode according to different vehicle signal states; the vehicle 104 is assisted in driving according to the determined driving assistance method, and the cycle is ended.

In one embodiment, as shown in fig. 2, a driving assistance method is provided, which is exemplified by applying the method to the electronic parking controller 102 in fig. 1, and the method is executed cyclically after the electronic parking controller is in a power-on state. The method comprises the following steps:

and step 210, acquiring a vehicle signal state, and judging whether the vehicle signal state meets the requirement of entering a driving auxiliary mode.

The vehicle signal state may refer to a vehicle state detected by a device, a sensor, etc. in the vehicle, for example, the vehicle signal state may include a wheel speed state detected by a wheel speed signal sensor, a brake assist state detected by a brake assist device, etc. The vehicle signal state may be sent to the electronic parking controller through a vehicle CAN bus or directly, which is not limited herein. Specifically, after the electronic parking controller is powered on, a control strategy embedded in the electronic parking controller starts to detect a vehicle signal state of the vehicle, and judges whether the vehicle needs to enter a driving assistance mode according to the vehicle signal state. For example, when a fault exists in a brake assisting device, a hydraulic brake pipeline and the like of the acquired vehicle, the electronic parking controller can judge that the vehicle needs to drive auxiliary, and then automatically enters a driving auxiliary mode.

Step 220, when the vehicle signal state is judged to meet the requirement of entering the driving auxiliary mode, whether a deceleration request input signal exists is detected.

Wherein the deceleration request input signal is used to determine whether the vehicles are all in a decelerated state. Specifically, the deceleration request input signal may be obtained from signals of wheel speed, brake pedal, and the like. After entering the driving assistance mode, the electronic parking controller further determines whether the vehicle has currently entered a deceleration state. If the input signal of the deceleration request is detected to exist, namely the vehicle enters a deceleration state, the vehicle can be judged to need driving assistance; if it is detected that there is no deceleration request input signal, that is, the vehicle has not yet entered the deceleration state, it may be determined that the vehicle currently requires no driving assistance for the moment.

And step 230, when the deceleration request input signal is detected to exist, confirming the corresponding driving assistance mode according to different vehicle signal states.

The driving assistance mode refers to various modes that can be used for parking, for example, a dynamic wheel brake mode, a wheel caliper clamping mode, a hydraulic control unit parking mode, and the like. In particular, it is often necessary to enter the service assist mode in the event of possible failure of the vehicle braking device. Therefore, it is necessary to eliminate a faulty vehicle braking mode and select a safe and reliable parking mode for driving assistance. For example, if a fault is detected in the hydraulic control unit, the driving assistance mode should be used to exclude parking using the hydraulic control unit.

And 240, performing driving assistance on the vehicle according to the confirmed driving assistance mode, and ending the cycle.

Specifically, after the driving assistance mode is determined, the electronic parking controller sends a signal to the corresponding parking device according to the determined mode, and controls the corresponding parking device to perform driving braking, so that driving assistance driving is completed. After the service braking is completed, the present cycle of the electronic parking controller is ended, and the next cycle is automatically started from step 204.

According to the driving assisting method, when the electronic parking controller is in the power-on state, the method is executed circularly. Judging whether the vehicle signal state meets the requirement of entering a driving auxiliary mode or not by acquiring the vehicle signal state; when the vehicle signal state is judged to meet the requirement of entering a driving auxiliary mode, detecting whether a deceleration request input signal exists or not; and when the deceleration request input signal is detected to exist, confirming the corresponding driving auxiliary mode according to different vehicle signal states, and performing driving auxiliary on the vehicle according to the confirmed driving auxiliary mode, wherein the cycle is ended. According to the scheme, the method is automatically and circularly executed when the electronic parking controller runs, and whether the vehicle needs to enter a driving auxiliary mode is judged according to the real-time signal state of the vehicle, so that driving assistance can be performed when the vehicle breaks down, and a driver does not need to manually trigger a switch; the driving assistance modes are different according to different vehicle signal states, so that the driving safety can be improved.

In one embodiment, as shown in FIG. 3, the vehicle signal conditions include an actual vehicle signal condition and a brake fault condition; when judging that the vehicle signal state satisfies the requirement of entering the driving assistance mode, whether the speed reduction request input signal exists is detected, including:

step 221, determining whether the real vehicle signal state meets the requirement of entering the driving assistance mode.

The real vehicle signal state refers to a current actual driving state of the vehicle, and may be a combination of a plurality of signal states, which may include, but is not limited to, an electronic parking controller fault state, a brake pedal fault state, a vehicle speed state, an accelerator pedal opening, an engine output torque, a motor output torque, and the like. The signal states in the real vehicle signal states may be in an and relationship, that is, when all the signal states meet the preset requirement, the real vehicle condition is considered to meet the driving assistance mode. The preset requirements may refer to that the electronic parking controller has a fault, the brake pedal has a fault, the vehicle speed is less than a threshold value, the vehicle speed state is deceleration, the opening degree of the accelerator pedal is less than a threshold value, and the like.

And step 222, acquiring a brake fault state when the real vehicle signal state is judged to meet the requirement of entering the driving auxiliary mode.

In step 223, when it is determined that the braking fault state satisfies the requirement for entering the driving assistance mode, it is detected whether there is a deceleration request input signal.

Specifically, after determining that the real vehicle signal state meets the requirement of entering the driving assistance mode, the electronic parking controller further determines a braking fault state of the vehicle, i.e., determines whether a braking device of the vehicle has a fault. When the brake device is judged to have a fault, the vehicle needs driving assistance. The electronic parking controller may further determine whether the current state of the vehicle is a service braking state by detecting whether a deceleration request input signal is present. The deceleration request input signal may be issued by one or more of any braking device, sensors of the vehicle. And the electronic parking controller can judge whether the driving assistance is needed according to the detection result of the input signal of the deceleration request. It should be noted that, in this embodiment, the driver may also trigger the service braking function of the electronic parking by operating a switch of the electronic parking controller, and a specific description of such triggering manner is not provided herein.

In this embodiment, after the actual vehicle condition of the vehicle and the brake device meet the parking assist mode are gradually judged, whether a deceleration request input signal exists is detected, the accuracy of the electronic parking controller in judging the parking assist mode can be improved, and the problem that improper driving braking is performed on the vehicle due to misjudgment is avoided, so that an additional safety problem is caused.

In one embodiment, the brake fault condition includes a fault condition of the brake booster and a fault condition of the hydraulic brake line; according to different vehicle signal states, a corresponding driving assistance mode is adopted, and the method comprises the following steps: when the brake boosting device has a fault and the hydraulic brake pipeline has no fault, the hydraulic brake pipeline is controlled to assist in driving; when the brake boosting device and the hydraulic brake pipeline have faults, the wheel brake device is controlled to assist in driving.

Specifically, the fault state of the brake booster may be sent to a Vehicle CAN bus by the brake booster or a VCU (Vehicle control unit); the fault state of the hydraulic brake line CAN be sent to the vehicle CAN bus by the HCU (hydraulic control Unit), and the two signal states are sent to the electronic parking controller by the vehicle CAN bus. Of course, other means than the vehicle CAN bus CAN be used to transmit the signal are suitable for this embodiment. In general, a vehicle uses hydraulic pressure as a medium for service braking of the vehicle, and pedal force applied to a brake pedal by a driver is converted into hydraulic pressure applied to wheel cylinders of the vehicle through a brake boosting device and a hydraulic control unit. Therefore, when the electronic parking controller judges that the brake power assisting device has a fault but the hydraulic brake pipeline has no fault, the electronic parking controller can control the hydraulic brake pipeline to assist the vehicle. When the electronic parking controller judges that the brake power assisting device and the hydraulic brake pipeline have faults, the electronic parking controller needs to assist driving by means of other modes except the two devices. In this embodiment, the driving assistance for the vehicle is performed by excluding the use of the failed brake device, and the safety of the driving assistance can be improved.

In one embodiment, the brake failure state further includes a failure state of the hydraulic control unit and a failure state of the wheel speed signal; according to different vehicle signal states, a corresponding parking assistance mode is adopted, and the method comprises the following steps: when the brake power assisting device has faults and the hydraulic brake pipeline and the hydraulic control unit have no faults, the hydraulic control unit is controlled to actively boost pressure to assist driving; when the hydraulic brake pipeline has faults or the hydraulic brake pipeline has no faults and the brake power assisting device, the hydraulic control unit and the wheel speed signal have faults, the wheel brake device is controlled to assist driving. The method comprises two modes of controlling a wheel braking device to assist driving, wherein dynamic braking of a rear wheel is carried out through electronic parking to decelerate the vehicle, and stepped clamping of a rear wheel caliper is carried out through electronic parking to decelerate the vehicle.

Specifically, as shown in fig. 4, different driving assistance modes are determined according to the brake failure state, which can be understood as a relation of a state machine. There are 5 state machines in total in FIG. 4, Start, St1, St2, St3, End, respectively; there are also 3 state transition conditions, C1, C2, C3 respectively. State machine Start is taken from step 401. When detecting that there is a deceleration request input signal, the state machine Start is executed first, and then the determination state transition conditions C1, C2, C3 are executed. If the brake fault state meets C1, jumping to a state machine St1 for driving assistance; if the brake fault state meets C2, jumping to a state machine St2 for driving assistance; if the brake failure state satisfies C3, the vehicle drive assist is performed by jumping to the state machine St 3. The state machine End indicates that the execution of the driving assistance is about to be finished, when the state machine End is operated, the state machine End is executed firstly, then different driving assistance mode states are determined according to the brake fault state through resetting, and the cycle is finished.

If it is assumed that the failure state of the brake boosting device is F1 and the failure state of the hydraulic brake line is F2, then the state transition conditions C1, C2, and C3 may refer to:

c1 (F1 TRUE) and (F2 FALSE) and (HCU does not fail);

c2 ═ TRUE) or ((F1 ═ TRUE) and (F2 ═ FALSE) and (HCU fault));

c3 ═ F2 ═ TRUE and (wheel speed signal failure)) or ((F1 ═ TRUE) and (F2 ═ FALSE) and (HCU failure) and (wheel speed signal failure)).

The "TRUE" represents that the event of the failure is "TRUE", and the "FALSE" represents that the event of the failure is "FALSE".

If the brake failure state satisfies C1, the vehicle drive assist is performed by jumping to the state machine St 1. The state machine St1 represents: by the HCU actively boosting to decelerate the vehicle, it will be appreciated that only the HCU with active boosting capability can enter the state machine St 1. After jumping to the state machine St1, a first driving assistance mode can be performed: the electronic parking controller may send an active boost request to the vehicle CAN bus for receipt by the HCU. Further, the HCU receives and processes the electric signal of the brake pedal sensor to calculate the target brake intensity required by the driver, and actively boosts pressure according to the target brake intensity to decelerate the vehicle until the vehicle stops. The HCU with the active pressurization capacity can realize active pressure build-up of a hydraulic brake system, and the vehicle can be decelerated and stopped by controlling the HCU under the condition that the brake power assisting device fails. In the present embodiment, the vehicle-assisted driving manner of St1 may provide a braking deceleration of 0.4g to 0.8g (g: gravitational acceleration constant, g ═ 9.8m/s2) on a high-adhesion road surface. When the instruction of the state machine St1 is completed, the process jumps to the state machine End, and ends the loop.

If the brake failure state satisfies C2, the vehicle drive assist is performed by jumping to the state machine St 2. The state machine St2 indicates that the vehicle is decelerated by performing the rear wheel dynamic braking through the electronic parking. After the state machine St2 is shifted, the second electronic parking driving assistance driving execution method is performed: the electronic parking controller applies braking torque to the brake discs of the two rear wheels by controlling the clamping actions of the two rear wheel clamps, and meanwhile, the electronic parking controller judges whether the two rear wheels are locked or not by receiving wheel speed signals of the wheels on the CAN bus, so that the applied braking torque is adjusted, and the purposes of preventing the two rear wheels from being locked and maximally utilizing the road surface adhesion capacity are achieved. In the present embodiment, the braking deceleration that can be provided by the driving assistance method of St2 may be 0.2g to 0.25g on a high-adhesion road surface. When the instruction of the state machine St2 is completed, the process jumps to the state machine End, and ends the loop.

If the brake failure state satisfies C3, the vehicle drive assist is performed by jumping to the state machine St 3. The state machine St3 represents: the vehicle is decelerated by stepped clamping of the rear wheel caliper by electronic parking. After the state machine St3 is shifted, a third electronic parking driving assistance driving execution mode is performed: unlike St2, in the execution mode of St3, the electronic parking controller does not reduce the braking force applied to the rear wheels, but gradually increases the applied braking torque in a stepwise manner until the maximum allowable applied braking torque is reached, and then does not change. The execution form of St3 can be understood as a degradation processing mode of the execution form of St2, and since the brake deceleration generated by the execution form of St3 varies stepwise, it is not necessary to evaluate the brake deceleration generated by the execution form of St 3. After the software finishes executing the instruction of the state machine St3, it jumps to the state machine End and ends the loop.

In this embodiment, the corresponding driving assistance mode is adopted according to the fault states of the different braking devices, so that the interference of the failed braking device can be eliminated, the success rate of driving assistance driving is improved, and the safety of driving can be improved.

In one embodiment, when the vehicle signal state is judged not to meet the requirement of entering the driving auxiliary mode, whether the previous cycle of the current cycle enters the driving auxiliary mode or not is judged; and if the previous cycle is judged to enter the driving auxiliary mode, exiting the driving auxiliary mode and ending the cycle.

Specifically, if the current vehicle state is judged to be good according to the received vehicle signal state and the driving assistance mode does not need to be entered, it may be further checked whether the driving assistance mode was entered in the previous cycle. If the driving assistance mode is checked to have been entered in the previous cycle, the driving assistance mode needs to be exited, the response to the input signal of the deceleration request is stopped, the braking torques applied to the two rear wheels are released, and the cycle is ended. In this embodiment, after it is determined that the vehicle does not need to enter the driving assistance mode at present, it is further checked whether the electronic parking controller has entered the driving assistance mode in the previous cycle, so that the assistance state of the electronic parking controller can be kept consistent with the vehicle demand in real time.

In one embodiment, as shown in fig. 5, when it is detected that there is a deceleration request input signal, the method for confirming the corresponding driving assistance mode according to different vehicle signal states includes:

step 502, firstly, whether a brake pedal signal from a vehicle CAN bus is valid is judged, and the brake pedal signal CAN be sent to an electronic parking controller through the vehicle CAN bus by any one of a brake power assisting device, a vehicle controller and a hydraulic brake unit. When the brake pedal signal is determined to be valid, the deceleration request input signal may be considered to be valid, so that the corresponding driving assistance mode may be determined according to different vehicle signal states in step 508.

In step 504, if the brake pedal signal is determined to be invalid, it is further determined whether the brake pedal signal from the brake pedal sensor is valid. If the brake pedal signal is valid, the deceleration request input signal may be considered valid, and step 508 may be executed to determine the corresponding driving assistance mode according to different vehicle signal states.

In step 506, if the brake pedal signal is invalid, it is further determined whether the master cylinder pressure signal from the CAN bus is valid. The brake master cylinder pressure signal may be received by the hydraulic brake unit and sent to the electronic parking controller via the vehicle CAN bus. At this time, the electronic parking controller determines whether the brake pedal is pressed down by receiving the value of the pressure signal of the brake master cylinder, and if it is determined that the brake pedal is pressed down, it may be determined that the deceleration request input signal is valid, so that step 508 may be performed, and the corresponding driving assistance mode may be determined according to different vehicle signal states. Otherwise, the deceleration request input signal is considered invalid, and step 510 is executed to end the loop.

In this embodiment, since the determination method of whether the deceleration request input signal is valid is a key control logic of the driving assistance method, the braking signals input by different input modes are respectively determined, and when it is determined that no braking signal exists in all the input modes, the cycle is ended, so that the situation that the erroneous determination of the deceleration request input signal may trigger the driving braking beyond the operation intention of the driver can be avoided, and thus the occurrence of a safety accident can be avoided.

In one embodiment, after determining that the vehicle signal state satisfies the requirement for entering the driving assistance mode, the method further includes: and sending prompt information for entering the driving auxiliary mode to a vehicle instrument for displaying.

Specifically, after the electronic parking controller enters the driving assistance mode, the electronic parking controller sends a signal to a vehicle instrument to prompt a driver that a fault exists in a brake system of the current vehicle, but the electronic parking controller enters the driving assistance mode to assist in completing driving braking, so that unnecessary panic is avoided.

In one embodiment, as shown in fig. 6, the driving assistance method is explained by a specific embodiment, which includes the following steps:

step 601, the loop is started.

Step 602, acquiring a real vehicle signal state, and determining whether the real vehicle signal state meets a requirement for entering a driving assistance mode. If yes, go to step 603; otherwise, go to step 607.

Step 603, obtaining the brake fault state, and judging whether the brake fault state meets the requirement of the driving auxiliary mode. If yes, go to step 604; otherwise, go to step 607. Wherein the brake failure state comprises failure state of brake booster, failure state of hydraulic brake pipeline, failure state of hydraulic control unit and failure state of wheel speed signal

And step 604, sending a prompt message for entering the driving assistance mode to a vehicle instrument for displaying.

Step 605 detects whether there is a deceleration request input signal. If yes, go to step 606; otherwise, go to step 610.

And 606, when the deceleration request input signal is detected to exist, confirming the corresponding driving auxiliary mode according to different brake fault states.

Specifically, when the deceleration request input signal is detected to exist, different driving assistance modes can be performed according to the brake failure state, and one driving assistance mode can be performed at the same time. There may be three different driving assistance modes. The first driving assistance method is St 1: decelerating the vehicle by HCU active boosting; the second driving assistance method is St 2: performing dynamic braking of the rear wheels through electronic parking to decelerate the vehicle; the third driving assistance method is St 3: the vehicle is decelerated by stepped clamping of the rear wheel caliper by electronic parking.

Step 607, determine whether the previous cycle of the current cycle has entered the driving assistance mode. If the previous cycle of the current cycle is judged to have entered the driving assistance mode, go to step 608; otherwise, go to step 610.

Step 608, exit the driving assistance mode.

And step 609, canceling the vehicle instrument display.

Step 610, the loop is ended.

In one embodiment, as shown in fig. 7, a schematic diagram of the driving assistance method applied to an actual vehicle is shown. The embodiment of fig. 7 represents a configuration common in vehicles, and embodiments of vehicles to which the driving assistance method can be applied include, but are not limited to, the form represented in fig. 7. The vehicle in fig. 7 includes: the brake system comprises a left front brake caliper (1), a right front brake caliper (2), a left rear brake caliper (3), a right rear brake caliper (4), a brake master cylinder pressure sensor (5), a brake booster device (6), an HCU (7), a brake pedal (8), a brake pedal sensor (9), a VCU (10), a vehicle CAN bus (11), a wheel speed sensor (12) and an electronic parking controller (13). Wherein, according to the source classification of the brake boosting vacuum source, the brake boosting device (6) can be further divided into a boosting device using an engine as a vacuum source, a boosting device using an electronic vacuum pump as a vacuum source and a boosting device using electric boosting; the HCU (7) may be further classified into an HCU without active boost capability, an HCU with active boost capability, and an HCU with active boost capability mechanically integrated with an electric power assist device, depending on whether the HCU has active boost capability or not. It should be noted that the brake servo unit (6) and the HCU (7) of the above-described types are also included in an embodiment of the present invention, and are also included in an embodiment of a protected vehicle.

Fig. 7 includes 4 categories of connecting lines, which are: a mechanical connecting line, which means that two components are mechanically and fixedly connected; a signal line indicating that there is communication between the two components through an electrical connection; a CAN line indicating that two components are connected by the CAN line and CAN communication exists; and a hydraulic line which means that two components are connected through a hydraulic pipeline and energy is transmitted through hydraulic pressure.

Fig. 7 includes 3 categories of sensors, respectively: a brake master cylinder pressure sensor (5), a brake pedal sensor (9) and a wheel speed sensor (12). The brake master cylinder pressure sensor (5) is a hydraulic pressure sensor and can convert a hydraulic pressure signal in the brake master cylinder into an electric signal and send the electric signal. The brake pedal sensor (9) is a displacement sensor, can detect the displacement of the brake pedal by being stepped on, and the brake pedal sensor (9) can convert a displacement signal into an electric signal and send the electric signal. The wheel speed sensor (12) is a Hall sensor, the vehicle has 4 wheel speed sensors which are respectively arranged at the wheel edges of the 4 wheels, and the wheel speed sensor (12) can send wheel speed pulse signals for calculating the wheel speed of the current 4 wheels.

In fig. 7, the electronic parking controller (13) is electrically connected to the brake pedal sensor (9) and the wheel speed sensor (12), and the electronic parking controller (13) receives the brake pedal opening degree signal and the wheel speed pulse signal. The electronic parking controller (13) is connected with the vehicle CAN bus (11) through a CAN line, receives the CAN signal of the whole vehicle and sends the CAN signal. The electronic parking controller (13) is also electrically connected with the left rear brake caliper (3) and the right rear brake caliper (4) respectively to control the calipers of the two rear wheels to work and apply braking torque to the brake disc. The electronic parking controller (13) receives an electric signal of the brake pedal sensor (9) to assist in determining whether a deceleration request input signal is valid and determining whether a driver has stepped on the brake pedal, and the electronic parking controller (13) receives an electric signal of the wheel speed sensor (12) to assist in determining whether the vehicle is in a motion state, it should be noted that the electronic parking controller (13) may receive one or more wheel speed sensor signals or may not receive signals of the wheel speed sensor, and specific implementation manners include, but are not limited to, the wiring manner embodied in fig. 7. The electronic parking controller (13) receives the real vehicle signal state (brake pedal fault state, vehicle speed state, accelerator pedal opening, engine output torque, motor output torque and the like) on the vehicle CAN bus (11) as the basis for judging whether the real vehicle signal state meets the requirement of entering the driving auxiliary mode, and if the electronic parking controller (13) does not receive the real vehicle signal state on the vehicle CAN bus (11), the real vehicle condition is considered to not meet the requirement of entering the driving auxiliary mode.

In fig. 7, the VCU (10) is connected to the vehicle CAN bus (11) via a CAN line, and receives and transmits the vehicle CAN signal. The VCU (10) sends a deceleration request to the vehicle CAN bus (11) by judging the vehicle state, and the deceleration request is received by the electronic parking controller (13) as a criterion of a deceleration request input signal. The VCU (10) also sends the fault state of the brake power assisting device to a vehicle CAN bus (11) by judging the vehicle state, and the fault state is received by an electronic parking controller (13).

In fig. 7, a brake booster (6) is mechanically connected with a brake pedal (8), the brake booster (6) is also connected with an HCU (7) through a hydraulic pipeline, and pedal force applied to the brake pedal by a driver is converted into hydraulic pressure through the brake booster (6) and a hydraulic control unit (7). The brake boosting device (6) is electrically connected with the brake master cylinder pressure sensor (5) and the brake pedal sensor (9) and receives a brake master cylinder pressure signal and a brake pedal opening degree signal. In addition, the brake power assisting device (6) is connected with a vehicle CAN bus (11) through a CAN line, and receives a vehicle CAN signal and sends the CAN signal. The brake power assisting device (6) CAN also send the fault state of the brake power assisting device to the vehicle CAN bus (11) by judging the vehicle state, and the fault state is received by the electronic parking controller (13). If the electronic parking controller (13) cannot receive the fault state of the brake power assisting device on the vehicle CAN bus (11), the actual vehicle condition is considered not to meet the requirement of entering the driving assisting mode.

In the figure 7, the HCU (7) is connected with the brake boosting device (6) through a hydraulic pipeline, the HCU (7) is also connected with the 4 brake calipers, namely the left front brake caliper (1), the right front brake caliper (2), the left rear brake caliper (3) and the right rear brake caliper (4), through hydraulic pipelines, and pedal force applied to a brake pedal by a driver is converted into hydraulic pressure applied to the 4 brake caliper wheel cylinder pistons through the brake boosting device (6) and the hydraulic control unit (7). The HCU (7) is also electrically connected with a brake master cylinder pressure sensor (5), a brake pedal sensor (9) and a wheel speed sensor (12) and is used for receiving a brake master cylinder pressure signal, a brake pedal opening signal and wheel speed pulse signals of 4 wheels. In addition, the HCU (7) is connected with a vehicle CAN bus (11) through a CAN line, receives the CAN signal of the whole vehicle and sends the CAN signal. The HCU (7) CAN send the fault state of the hydraulic brake pipeline to the vehicle CAN bus (11) by judging the vehicle state, and is received by the electronic parking controller (13). And if the electronic parking controller (13) cannot receive the fault state of the hydraulic brake pipeline on the vehicle CAN bus (11), the actual vehicle condition is considered not to meet the requirement of entering the driving auxiliary mode.

If the electronic parking controller (13) CAN receive the real vehicle signal state on the vehicle CAN bus (11), the fault state of the brake power assisting device and the fault state of the hydraulic brake pipeline, the electronic parking controller (13) CAN judge that the vehicle needs to enter a driving assisting mode. If the electronic parking controller (13) CAN receive the input signal of the deceleration request on the vehicle CAN bus (11), the electronic parking controller (13) CAN determine different driving assistance modes according to the received fault states of the brake power assisting device, the hydraulic brake pipeline, the HCU and the wheel speed signal. The detailed description of the different driving assistance modes can refer to the description of fig. 4, and will not be further described here.

It should be understood that although the various steps in the flow charts of fig. 1-7 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 1-7 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performance of the sub-steps or stages is not necessarily sequential, but may be performed in turn or alternating with other steps or at least some of the sub-steps or stages of other steps.

In one embodiment, as shown in fig. 8, there is provided a driving assistance device 800 including: a vehicle signal detection module 801, a deceleration request detection module 802, a driving assistance mode confirmation module 803, and a driving assistance control module 804, wherein:

the vehicle signal detection module 801 is configured to acquire a vehicle signal state and determine whether the vehicle signal state meets a requirement for entering a driving assistance mode;

a deceleration request detecting module 802, configured to detect whether a deceleration request input signal exists or not when it is determined that a vehicle signal state meets a requirement for entering a driving assistance mode;

a driving assistance mode determination module 803, configured to determine a corresponding driving assistance mode according to different vehicle signal states when it is detected that there is a deceleration request input signal;

and the driving auxiliary control module 804 is used for assisting the vehicle in driving according to the driving auxiliary mode and ending the cycle.

In one embodiment, the vehicle signal status includes an actual vehicle signal status and a brake fault status; the vehicle signal detection module 801 is specifically configured to determine whether a real vehicle signal state meets a requirement for entering a driving assistance mode; when the real vehicle signal state is judged to meet the requirement of entering a driving auxiliary mode, the brake fault state is obtained; and when the brake fault state is judged to meet the requirement of entering the driving auxiliary mode, detecting whether a deceleration request input signal exists or not.

In one embodiment, the brake fault condition includes a fault condition of the brake booster and a fault condition of the hydraulic brake line; a driving assistance mode confirmation module 803, specifically configured to perform driving assistance by controlling a hydraulic brake pipeline when the brake booster has a fault and the hydraulic brake pipeline has no fault; when the brake boosting device and the hydraulic brake pipeline have faults, the wheel brake device is controlled to assist in driving.

In one embodiment, the brake failure state further includes a failure state of the hydraulic control unit and a failure state of the wheel speed signal; a driving assistance mode confirmation module 803, specifically configured to perform driving assistance by controlling the hydraulic control unit to actively boost pressure when the brake booster has a fault and the hydraulic brake line and the hydraulic control unit have no fault; when the hydraulic brake pipeline has faults or the hydraulic brake pipeline has no faults and the brake power assisting device, the hydraulic control unit and the wheel speed signal have faults, the wheel brake device is controlled to assist driving.

In one embodiment, the driving assistance device 800 further includes a driving assistance mode determination module, configured to determine whether a previous cycle of the current cycle has entered the driving assistance mode when it is determined that the vehicle signal state does not meet the requirement for entering the driving assistance mode; and if the previous cycle is judged to enter the driving auxiliary mode, exiting the driving auxiliary mode and ending the cycle.

In one embodiment, the deceleration request detecting module 802 is specifically configured to, when a brake pedal opening degree signal is detected and a deceleration request sent by any one of the brake boosting device, the vehicle control unit, and the hydraulic brake unit is acquired, determine a corresponding driving assistance mode according to a vehicle signal state.

In an embodiment, the deceleration request detecting module 802 is specifically configured to end the cycle when it is detected that there is no brake pedal opening degree signal or a deceleration request issued by any one of the brake boosting device, the vehicle control unit, and the hydraulic brake unit is not obtained.

In one embodiment, the driving assistance device 800 further includes a sending module, configured to send a prompt message for entering the driving assistance mode to the vehicle instrument for displaying.

For the specific definition of the driving assistance device, reference may be made to the above definition of the driving assistance method, which is not described herein again. All or part of the modules in the driving assistance device can be realized by software, hardware and a combination thereof. The modules can be embedded in a hardware form or independent of an electronic parking controller, and can also be stored in a main chip of the electronic parking controller in a software form, so that the main chip can call and execute the corresponding operations of the modules.

In one embodiment, an electronic parking system is provided, which includes an electronic parking controller, a main chip of the electronic parking controller stores a driving assistance program, and the main chip implements the following steps when executing the driving assistance program:

acquiring a vehicle signal state, and judging whether the vehicle signal state meets the requirement of entering a driving auxiliary mode; when the vehicle signal state is judged to meet the requirement of entering a driving auxiliary mode, detecting whether a deceleration request input signal exists or not; when a deceleration request input signal is detected, confirming a corresponding driving auxiliary mode according to different vehicle signal states; and performing driving assistance on the vehicle according to the confirmed driving assistance mode, and ending the cycle.

In one embodiment, the vehicle signal status includes an actual vehicle signal status and a brake fault status; the main chip also realizes the following steps when executing the driving auxiliary program:

judging whether the real vehicle signal state meets the requirement of entering a driving auxiliary mode; when the real vehicle signal state is judged to meet the requirement of entering a driving auxiliary mode, the brake fault state is obtained; and when the brake fault state is judged to meet the requirement of entering the driving auxiliary mode, detecting whether a deceleration request input signal exists or not.

In one embodiment, the brake fault condition includes a fault condition of the brake booster and a fault condition of the hydraulic brake line; the main chip also realizes the following steps when executing the driving auxiliary program:

when the brake boosting device has a fault and the hydraulic brake pipeline has no fault, the hydraulic brake pipeline is controlled to assist in driving; when the brake boosting device and the hydraulic brake pipeline have faults, the wheel brake device is controlled to assist in driving.

In one embodiment, the brake fault condition further includes a fault condition of the hydraulic control unit and a fault condition of the wheel speed signal; the main chip also realizes the following steps when executing the driving auxiliary program:

when the brake power assisting device has faults and the hydraulic brake pipeline and the hydraulic control unit have no faults, the hydraulic control unit is controlled to actively boost pressure to assist driving; when the hydraulic brake pipeline has faults or the hydraulic brake pipeline has no faults and the brake power assisting device, the hydraulic control unit and the wheel speed signal have faults, the wheel brake device is controlled to assist driving.

In one embodiment, the main chip further implements the following steps when executing the driving assistance program:

when the vehicle signal state is judged not to meet the requirement of entering the driving auxiliary mode, judging whether the previous cycle of the current cycle enters the driving auxiliary mode or not; and if the previous cycle is judged to enter the driving auxiliary mode, exiting the driving auxiliary mode and ending the cycle.

when the brake pedal opening degree signal is detected, and a deceleration request sent by any one of the brake boosting device, the vehicle control unit and the hydraulic brake unit is obtained, the corresponding driving auxiliary mode is confirmed according to the vehicle signal state.

and when the brake pedal opening degree signal does not exist or a deceleration request sent by any one of the brake power assisting device, the vehicle control unit and the hydraulic brake unit is not obtained, ending the cycle.

and sending prompt information for entering the driving auxiliary mode to a vehicle instrument for displaying.

It will be understood by those skilled in the art that all or part of the processes in the methods of the embodiments described above may be implemented by instructing related hardware through a driving assistance program, where the driving assistance program may be stored in a main chip of the electronic parking controller, and when executed, the driving assistance program may include the processes of the embodiments of the methods described above.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. A driving assistance method, wherein the method is executed cyclically when an electronic parking controller is in a power-on state, and the method comprises:

when the vehicle signal state is judged to meet the requirement of entering the driving auxiliary mode, detecting whether a deceleration request input signal exists or not;

when the deceleration request input signal is detected to exist, confirming a corresponding driving auxiliary mode according to different vehicle signal states;

2. The method of claim 1, wherein the vehicle signal condition comprises an actual vehicle signal condition and a brake fault condition; when the vehicle signal state is judged to meet the requirement for entering the driving auxiliary mode, detecting whether a deceleration request input signal exists or not comprises the following steps:

judging whether the real vehicle signal state meets the requirement of entering the driving auxiliary mode;

when the real vehicle signal state is judged to meet the requirement of entering the driving auxiliary mode, the brake fault state is obtained;

and when the brake fault state is judged to meet the requirement of entering the driving auxiliary mode, detecting whether a deceleration request input signal exists or not.

3. The method of claim 2, wherein the brake fault conditions include a fault condition of a brake booster and a fault condition of a hydraulic brake line; the driving assistance mode is adopted according to the different vehicle signal states, and comprises the following steps:

when the brake power assisting device has a fault and the hydraulic brake pipeline has no fault, the hydraulic brake pipeline is controlled to carry out driving assistance;

when the brake boosting device and the hydraulic brake pipeline have faults, the driving assistance is carried out by controlling the wheel brake device.

4. The method of claim 3, wherein the brake fault conditions further include a fault condition of a hydraulic control unit and a fault condition of a wheel speed signal; the corresponding parking assistance mode is adopted according to different vehicle signal states, and the method comprises the following steps:

when the brake power assisting device has a fault and the hydraulic brake pipeline and the hydraulic control unit have no fault, the hydraulic control unit is controlled to actively boost pressure to assist driving;

and when the hydraulic brake pipeline has faults or the hydraulic brake pipeline has no faults and the brake power assisting device, the hydraulic control unit and the wheel speed signal have faults, the driving assistance is carried out by controlling the wheel brake device.

5. The method of claim 1, further comprising:

when the vehicle signal state is judged not to meet the requirement of entering the driving auxiliary mode, judging whether the previous cycle of the current cycle enters the driving auxiliary mode or not;

and if the previous cycle is judged to enter the driving auxiliary mode, exiting the driving auxiliary mode and ending the cycle.

6. The method of claim 1, wherein said identifying a corresponding driving assistance mode based on different vehicle signal states when the presence of the deceleration request input signal is detected comprises:

when the brake pedal opening degree signal is detected to exist and the deceleration request sent by any one of the brake power assisting device, the vehicle control unit and the hydraulic brake unit is obtained, the brake pedal opening degree signal is detected to exist

And confirming a corresponding driving auxiliary mode according to the vehicle signal state.

7. The method of claim 6, further comprising:

and when the opening degree signal of the brake pedal is detected to be absent or a deceleration request sent by any one of the brake power assisting device, the vehicle control unit and the hydraulic brake unit is not acquired, ending the cycle.

8. The method of claim 1, wherein after determining that the vehicle signal state satisfies the requirement for entering the driving assistance mode, further comprising:

and sending prompt information for entering the driving assistance mode to a vehicle instrument for displaying.

9. A driving assistance apparatus, characterized in that the apparatus comprises:

10. An electronic parking system, comprising an electronic parking controller, wherein a driving assisting program is stored in a main chip of the electronic parking controller, and the steps of the method according to any one of claims 1 to 8 are implemented when the main chip executes the driving assisting program.