KR20230105929A - Vehicle error sudden acceleration, driver malfunction prevention algorithm device and method thereof - Google Patents

Abstract

According to one embodiment, a manual switch disposed in the vehicle to be operable by a driver, an accelerator joint located on a path through which the APS signal of the vehicle is transmitted, and transmitting or blocking the APS signal, connected to the OBD terminal of the vehicle to obtain vehicle information by providing an algorithm device for preventing sudden acceleration and driver malfunction, including a microcontroller board that checks and determines whether the manual switch is in operation, and controls the accelerator joint to block the APS signal, so that the vehicle suddenly accelerates state, a notification is provided to the driver, and when the driver operates a manual switch, the APS signal transmitted to the vehicle is blocked to relieve the sudden acceleration state.

Description

Vehicle error sudden acceleration, driver malfunction prevention algorithm device and method thereof}

The present disclosure relates to an algorithm device and method for preventing sudden vehicle error acceleration and driver malfunction, connected through an OBD terminal of the vehicle and using CAN (Controller Area Network) type data of the vehicle.

In the process of driving a vehicle, a phenomenon called sudden acceleration is observed. Sudden acceleration refers to a phenomenon in which the vehicle accelerates rapidly against the driver's will. Sudden acceleration may occur while driving or may occur during departure. The specific cause of sudden acceleration may be different for each vehicle or environment. When sudden acceleration occurs, it is necessary to prevent sudden acceleration because damage to the vehicle, damage to other vehicles or road facilities, and safety risks to drivers or pedestrians occur.

KR 10-2421302 B1

The present disclosure provides an alarm notification to the driver when it is determined that the sudden acceleration is against the driver's control intention by being connected through the OBD terminal of the vehicle, and an algorithm device for preventing sudden acceleration and driver malfunction by blocking the APS signal when the driver presses the manual switch. and to provide a method thereof.

The present disclosure provides an alarm (speaker voice, siren, lamp, etc.) to the driver when it is determined that the vehicle is suddenly accelerating against the driver's control intention by using CAN (Controller Area Network) method data, and automatically according to the settings. Alternatively, by the driver's manipulation (manual switch), the CAN DATA error signal desired by the vehicle manufacturer can be transmitted to the vehicle, the APS signal input to the vehicle through the accelerator joint can be blocked, or the APS signal in the initial value state can be transmitted to the vehicle. It is to provide a vehicle error sudden acceleration and driver malfunction prevention algorithm device and method.

An algorithm device for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment of the present disclosure includes a manual switch disposed in a vehicle to be operable by a driver, located in a path through which an APS signal of the vehicle is transmitted, and transmitting or blocking the APS signal. An accelerator joint and a micom board connected to an OBD terminal of the vehicle to check vehicle information, determine whether the vehicle is in a sudden acceleration state, and control the accelerator joint to block the APS signal when the manual switch is operated.

According to one embodiment, the micom board may receive speed data, RPM data, brake signal data, and APS signal data of the vehicle through the OBD terminal and determine whether sudden acceleration occurs according to a criterion.

According to one embodiment, the criterion may include a first criterion for determining a sudden acceleration state due to a vehicle error when the current RPM is greater than or equal to the RPM associated with the current APS signal based on the APS signal data and the RPM data. can

According to an embodiment, the determination criterion is based on the APS signal data and the speed data, and when the current speed is equal to or higher than the speed associated with the current APS signal when starting from a stop, the second determination is made to determine the sudden acceleration due to a vehicle error. Criteria may be included.

According to an embodiment, the determination criterion is based on the APS signal data, when the current APS signal value is greater than or equal to a specific APS signal value, the third determination is made to determine a sudden acceleration state due to an erroneous operation in which the driver mistakes the accelerator for a brake and steps on it. Criteria may be included.

According to one embodiment, the micom board may transmit an error code to a vehicle through an OBD terminal when a manual switch is operated, and the error code may include a code or abnormal signal preventing the vehicle from receiving an Excel value. can

According to one embodiment, the accelerator joint includes a relay installed on a path through which the APS signal generated by the accelerator pedal is transmitted to the ECU of the vehicle, and the relay is connected in a basic state to transmit the APS signal, , when the control signal of the microcomputer board is input, it can operate to cut off the APS signal.

According to one embodiment, the accelerator joint includes a relay installed on a path through which the APS signal generated by the accelerator pedal is transmitted to the ECU of the vehicle, and the relay is the APS signal generated by the accelerator pedal in a basic state. is connected to transmit to the vehicle, and when a control signal of the microcomputer board is input, the connection point is changed so that the APS signal in the initial value state can be transmitted to the vehicle.

According to one embodiment, the micom board can perform one or more of an APS signal blocking operation, an APS signal input operation in an initial value state, and an error code transmission operation even if a signal is not input from the manual switch when it is determined to be in a sudden oscillation state. there is.

An algorithm method for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment of the present disclosure includes the steps of receiving real-time data of the vehicle by a microcomputer board connected to an OBD terminal of the vehicle, the microcomputer board receiving data through the OBD terminal. Analyzing and determining whether the sudden acceleration state is determined, when the sudden acceleration state is determined, the micom board providing a notification to the driver, the driver operating the manual switch, and the micom board operating the manual switch, the vehicle The method may include blocking the APS signal by operating an accelerator joint located on a path through which the APS signal is transmitted and transmitting or blocking the APS signal.

According to one embodiment, the receiving of the data is the micom board receiving speed data, RPM data, brake signal data, and APS signal data of the vehicle through the OBD terminal, and determining whether the sudden acceleration state occurs. Based on the APS signal data and RPM data, a first determination step of determining that the current RPM is a sudden acceleration state due to a vehicle error when the current RPM is greater than or equal to the RPM associated with the current APS signal, based on the APS signal data and speed data, A second determination step of determining that a sudden acceleration due to a vehicle error occurs when the current speed is higher than the speed linked to the current APS signal when starting after stopping, and based on the APS signal data, the current APS signal value is greater than or equal to a specific APS signal value In this case, one or more of the third determination steps may be included in determining the sudden acceleration state due to an erroneous operation in which the driver mistakenly presses the accelerator for a brake.

The algorithm method for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment may further include transmitting, by the microcomputer board, an error code to the vehicle through an OBD terminal when a manual switch is operated.

In the step of blocking the APS signal according to an embodiment, when the micom board generates a control signal and transmits it to the relay of the accelerator joint, the relay is switched from a connected state to a disconnected state, and transmission of the APS signal is blocked. It can be.

In the vehicle error sudden acceleration and driver malfunction prevention algorithm method according to an embodiment, when the microcomputer board generates a control signal and transmits it to the relay of the accelerator joint, the connection point of the relay is changed from the basic state to the initial value state of the vehicle. The step of inputting an APS signal may be further included.

Features and advantages of the present disclosure will become more apparent from the following detailed description taken in conjunction with the accompanying drawings.

Prior to this, the terms or words used in this specification and claims should not be interpreted in a conventional and dictionary sense, and the inventor may appropriately define the concept of the term in order to explain his or her invention in the best way. It should be interpreted as a meaning and concept consistent with the technical idea of the present disclosure based on the principle that there is.

According to the present disclosure, since signals generated by an accelerator are blocked, sudden acceleration due to driver's erroneous operation can be prevented.

According to the present disclosure, when sudden acceleration is determined, an alarm notification is provided to the driver, and the APS signal is blocked by the driver's manual switch operation to prevent sudden acceleration of the vehicle.

According to the present disclosure, it is possible to quickly deliver the sudden acceleration to the driver by determining whether the vehicle has suddenly accelerated due to an abnormality.

According to the present disclosure, when it is determined that sudden oscillation occurs, sudden oscillation can be eliminated by automatically or manually operating an APS signal blocking operation, an APS signal input operation in an initial value state, and error code transmission.

1A is a diagram illustrating a connection between a vehicle error sudden acceleration and driver malfunction prevention algorithm device and a vehicle according to an embodiment.
1B is a diagram illustrating an algorithm device for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment.
2 is a diagram illustrating a state in which an algorithm device for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment is installed in a vehicle.
3 is a flowchart illustrating each step of an algorithm method for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment.
4 is a flowchart illustrating a step of determining sudden acceleration according to an embodiment.
5 is a diagram showing an OBD connector according to an embodiment.

Objects, advantages, and features of the present disclosure will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings, but the disclosure is not necessarily limited thereto. In addition, in describing the present disclosure, if it is determined that a detailed description of a related known technology may unnecessarily obscure the gist of the present disclosure, the detailed description will be omitted.

In assigning reference numerals to the components of the drawings, it should be noted that the same reference numerals are assigned to the same components as much as possible even if they are displayed on different drawings, and similar reference numerals are assigned to similar components.

The terminology used to describe one embodiment of the present disclosure is not intended to limit the present disclosure. It should be noted that singular expressions include plural expressions unless the context clearly dictates otherwise.

The drawings may be shown schematically or exaggerated for description of the implementation.

In this document, expressions such as "has," "may have," "includes," or "may include" indicate the existence of a corresponding feature (eg, numerical value, function, operation, or component such as a part). , which does not preclude the existence of additional features.

The terms "one", "other", "another", "first", "second", etc. It is used to distinguish, and components are not limited by the above terms.

It should be understood that terms indicating directions, such as up, down, left, right, X-axis, Y-axis, and Z-axis, are only for convenience of description and may be expressed differently depending on the location of the observer or the location of the subject.

The implementations described in this document and the accompanying drawings are not intended to limit the disclosure to specific embodiments. It should be understood that this disclosure covers various modifications, equivalents, and/or alternatives of the implementations.

Hereinafter, with reference to the accompanying drawings, an embodiment of the present disclosure will be described in detail.

FIG. 1A is a diagram illustrating a connection between a vehicle error sudden acceleration and driver malfunction prevention algorithm device 2 and a vehicle 1 according to an embodiment. FIG. 1B is a diagram illustrating an algorithm device 2 for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment. FIG. 2 is a diagram illustrating a state in which an algorithm device 2 for preventing vehicle error sudden acceleration and driver malfunction prevention is installed in a vehicle 1 according to an exemplary embodiment. 1A, 1B and 2 are also referred to.

The vehicle 1 may include an ECU 13 , an accelerator pedal 12 , and an OBD terminal 11 . The ECU 13 is a unit that controls overall functions of the vehicle 1 . When the driver steps on the accelerator pedal 12, the APS signal is transmitted to the ECU 13, and the ECU 13 may operate the engine in response to the APS signal. The APS signal is a signal representing the degree to which the driver depresses the accelerator pedal 12 . The ECU 13 can comprehensively receive the current speed, the current RPM, the current brake signal, the current APS signal, and the like, and control each component of the vehicle 1 accordingly. The ECU 13 may include one or more processors, output data related to the state of the vehicle 1 through the OBD terminal 11, and process data input from the outside through the OBD terminal 11. can do.

The accelerator pedal 12 is a pedal operated by a driver to accelerate the vehicle 1 . When the driver depresses the accelerator pedal 12, an APS signal is generated and transmitted to the ECU 13 according to the degree to which the driver depresses the accelerator pedal 12.

The algorithm device 2 for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment includes a manual switch 21 disposed in the vehicle 1 to be operable by the driver and a path through which the APS signal of the vehicle 1 is transmitted. It is connected to the accelerator joint 23 that transmits or blocks the APS signal and the OBD terminal 11 of the vehicle 1 to check the information of the vehicle 1 and determine whether it is in a sudden acceleration state. It may include a microcomputer board 22 that provides a notification to and controls the accelerator joint 23 to cut off the APS signal when the manual switch 21 is operated. The microcomputer board 22 may transmit an error code to the vehicle 1 through the OBD terminal 11 when the manual switch 21 is operated.

See enlarged view A of FIG. 2 . The OBD terminal 11 of the vehicle 1 is a terminal used for inspection of the vehicle 1 or software update. A general vehicle 1 is equipped with an OBD terminal 11. In most vehicles 1, the OBD terminal 11 is located near the driver's seat of the vehicle 1. When the cover near the driver's seat is opened, the OBD terminal 11 is located. The microcomputer board 22 may be connected to the vehicle 1 by connecting the OBD connector 22a to the OBD terminal 11 of the vehicle 1. The OBD terminal 11 may transmit and receive data in a CAN (Controller Area Network) method.

The microcomputer board 22 can check the state of the vehicle 1 through the OBD terminal 11. The microcomputer board 22 may receive speed data, RPM data, brake signal data, and APS signal data of the vehicle 1 through the OBD terminal 11 from the vehicle 1 . The micom board 22 may determine whether or not it is in a sudden oscillation state. The micom board 22 may provide a notification to the driver when it is determined that the sudden acceleration state is present. The micom board 22 may block the APS signal from being transmitted to the ECU 13 of the vehicle 1 by controlling the accelerator joint 23 when the driver operates the manual switch 21 . The microcomputer board 22 may transmit an error code to the vehicle 1 through the OBD terminal 11 when the driver operates the manual switch 21 .

The micom board 22 may be embedded in the vehicle 1 so as not to be seen by the driver. When the dashboard on the front of the driver's seat is removed, a space exists inside, and the microcomputer board 22 may be built into the empty space of the vehicle 1. The wiring connecting the microcomputer board 22 and the OBD connector 22a, the wiring connecting the microcomputer board 22 and the manual switch 21, and the wiring connecting the microcomputer board 22 and the accelerator joint 23 are vehicle ( 1) can be embedded. The microcomputer board 22 may be attached to the inside of the vehicle 1 to be visible to the driver. The microcomputer board 22 may be attached to the dashboard in front of the driver's seat using adhesive tape or the like.

The microcomputer board 22 may determine whether or not the current vehicle 1 is in a sudden acceleration state according to a criterion based on data received through the OBD terminal 11 . Based on the APS signal data and RPM data, the first decision criterion, APS signal data, and speed data for determining that the vehicle 1 is suddenly accelerating due to an error when the current RPM is greater than or equal to the RPM linked to the current APS signal. Therefore, when the current speed is higher than the speed associated with the current APS signal when starting after stopping, the second criterion for determining that the vehicle 1 is suddenly accelerated due to an error, and the current APS signal value is specified based on the APS signal data A third criterion may be included to determine a sudden acceleration state caused by an erroneous operation in which the driver mistook the accelerator for a brake and stepped on it when the APS signal value is higher than the APS signal value.

The microcomputer board 22 determines the state of the vehicle 1 according to the judgment criteria, and when the determination result is a normal state, it repeatedly determines the state of the vehicle 1 in real time. The micom board 22 may provide a notification to the driver when it is determined that the vehicle 1 is in a sudden acceleration state. As the notification, alarm sounds, voice guidance, visual warning lights, and other various types of notifications may be used. The driver may recognize that the vehicle 1 is in a sudden acceleration state by the notification, and select whether to operate the manual switch 21 to resolve the sudden acceleration state.

The manual switch 21 is a switch that can be operated by a driver. The manual switch 21 may be formed in the form of a push button or the like. When the driver manipulates the manual switch 21, the manual switch 21 can send a signal to the microcomputer board 22. The manual switch 21 may further include a speaker or a warning light for providing an alarm to the driver. Under the control of the micom board 21, a driver may be notified of sudden acceleration through a speaker of the manual switch 21. Contents of the notification may include content notifying the driver of sudden acceleration and guiding an operation to be performed by the driver. For example, an alarm might sound like "Suspected sudden acceleration, check accelerator pedal. Move gear to neutral. Step on the brake hard all at once. Be careful and park on the shoulder of the road." may contain the sentence

The manual switch 21 is connected to the microcomputer board 22. The manual switch 21 may be disposed at a position within reach of a driver's hand or a position within reach of a passenger in the passenger seat. The manual switch 21 may be arranged so that the driver or passenger can press the manual switch 21 to operate it. The manual switch 21 may be attached to a center fascia, dashboard, or the like of the vehicle 1 . The manual switch 21 may be physically separated from the micom board 22 and connected by wiring.

The micom board 22 may be set to perform one or more of an APS signal blocking operation, an APS signal input operation in an initial value state, and an error code transmission operation even if a signal is not input from the manual switch 21 when it is determined to be in a sudden oscillation state. there is. The driver can input settings to the microcomputer board 22 which operation to perform among the APS signal blocking operation, the APS signal input operation in the initial value state, and the error code transmission operation. Setting the operation to be performed by the microcomputer board 22 may be set by a method such as changing the position of a switch, button, or jumper. The driver can decide which operation to perform according to the type of vehicle.

The microcomputer board 22 can be set to an automatic mode or a manual mode. The automatic mode and the manual mode can be set by changing the position of the jumper on the microcomputer board 22. The microcomputer board 22 may also include a switch that changes between an automatic mode and a manual mode. The driver can set the automatic mode or manual mode of the micom board 22. The manual mode is set to perform one or more of an APS signal blocking operation, an APS signal input operation in an initial value state, and an error code transmission operation when the driver operates the manual switch 21 . In the automatic mode, even if the driver does not operate the manual switch 21, if the micom board 22 determines that the vehicle is in sudden acceleration, one or more of APS signal blocking operation, APS signal input operation in the initial value state, and error code transmission operation are immediately performed. it is set to do.

When the sudden acceleration state is determined, the microcomputer board 22 may store data read through the OBD terminal 11 and sudden acceleration determination results. The microcomputer board 22 may store all data collected from the vehicle 1 until the sudden acceleration condition is resolved. When an accident due to sudden acceleration occurs, the state of the vehicle 1 or the driver's operation can be checked using data related to the sudden acceleration state stored in the micom board 22 .

The accelerator joint 23 may be installed on a path through which the APS signal of the vehicle 1 is transmitted. The accelerator joint 23 may connect or separate a path through which an APS signal is transmitted. The excel joint 23 may connect or disconnect a path through which an APS signal is transmitted according to the control of the microcomputer board 22 . A path through which the APS signal of the vehicle 1 is transmitted is a path from a sensor that measures the degree of stepping on the accelerator pedal 12 to the ECU 13. The accelerator joint 23 can connect or disconnect this path.

See enlarged view B of FIG. 2 . The accelerator joint 23 may include a first relay 1 - 23 installed on a path through which the APS signal generated by the accelerator pedal 12 is transmitted to the ECU 13 of the vehicle 1 . The first relay 1-23 is in a connected state in the basic state and transmits the APS signal, and operates to block the APS signal when a control signal of the microcomputer board 22 is input.

When the manual switch 21 is operated, the micom board 22 can output a control signal to the accelerator joint 23. The control signal may be transmitted to the first relay 1-23 to open a path through which the APS signal is transmitted.

The first relay 1-23 may include a first relay coil 1-23a and a first relay switch 1-23b. When a control signal is input to the first relay coil 1-23a, the first relay switch 1-23b operates to open a path through which the APS signal is transmitted. When the path through which the APS signal is transmitted is opened, the APS signal is not input from the accelerator pedal 12 to the ECU 13 of the vehicle 1. If the APS signal is not input to the ECU 13 of the vehicle 1, the ECU 13 can recognize that an abnormality has occurred, and since the APS signal is not input, the operation to accelerate the vehicle 1 is not performed. and can solve the sudden acceleration.

See enlarged view C of FIG. 2 . The accelerator joint 23 may include a second relay 2 - 23 installed on a path through which the APS signal generated by the accelerator pedal 12 is transmitted to the ECU 13 of the vehicle 1 . The second relay 2-23 is connected to transmit the APS signal generated by the accelerator pedal 12 to the vehicle 1 in the basic state, and when the control signal of the micom board 22 is input, the connection point is changed to the initial value It can operate to transmit the APS signal of the state to the vehicle 1.

When the manual switch 21 is operated, the micom board 22 can output a control signal to the accelerator joint 23. The control signal is transmitted to the second relay 2-23, and the second relay 2-23 blocks the APS signal transmitted from the accelerator pedal 12 to the vehicle 1 and returns the APS signal in the initial value state. It is operable to deliver to vehicle 1 .

The second relay 2-23 may include a second relay coil 2-23a and a second relay switch 2-23b. The second relay switch 2-23b may have three connection points. The switch 2-23b of the second relay connects a first point P1 connected to the accelerator pedal 12 and a second point P2 connected to the vehicle 1 in a basic state. Accordingly, the APS signal generated by the accelerator pedal 12 is input to the vehicle 1 . When a control signal is input to the coil 2-23a of the second relay, the connection point of the switch 2-23b of the second relay is changed. The switch 2-23b of the second relay opens the first point P1 connected to the accelerator pedal 12 and the second point P2 connected to the vehicle 1, and opens the second point connected to the vehicle 1. The connection point is changed so that (P2) and the third point (P3) connected to the APS signal in the initial value state are connected. When the connection point is changed, the APS signal in the initial value state is input to the vehicle 1 .

The third point P3 is connected to the microcomputer board 22, and an APS signal in an initial value state generated by the microcomputer board 22 can be input to the third point P3. Alternatively, the third point P3 may be a terminal outputting a voltage corresponding to the ASP signal in an initial value state. For example, when the ASP signal in the initial value state is +5 (V) or ground (GND), the third point P3 may be a terminal outputting a corresponding voltage.

When the APS signal in the initial value state is input to the ECU 13 of the vehicle 1, the ECU 13 can recognize that the accelerator pedal 12 is not depressed and performs an operation to accelerate the vehicle 1. It will not be performed, and sudden acceleration can be resolved.

When the driver operates the manual switch 21, the micom board 22 may transmit an error code to the vehicle 1. The error code may be generated by the microcomputer board 22 and input to the vehicle 1 through the OBD terminal 11. The error code may include a code or an abnormal signal preventing the vehicle 1 from receiving an Excel value. The ECU 13 receiving the error code may ignore the accelerator signal data input to the ECU 11 from the accelerator pedal 12 . Since the accelerator signal data is ignored, the ECU 13 does not further accelerate the engine, and the sudden acceleration state can be gradually eliminated.

3 is a flowchart illustrating each step of an algorithm method for preventing vehicle error sudden acceleration and driver malfunction according to an embodiment.

A vehicle error sudden acceleration and driver malfunction prevention algorithm method according to an embodiment includes the steps of receiving real-time data of the vehicle 1 by the microcomputer board 22 connected to the OBD terminal 11 of the vehicle 1 (S10), The board 22 analyzes the data received through the OBD terminal 11 and determines whether the sudden acceleration state is determined (S20). ), the driver operating the manual switch 21 (S40), and when the manual switch 21 is operated, the micom board 22 is located on the path through which the APS signal of the vehicle 1 is transmitted to transmit the APS signal. It may include a step of blocking the APS signal by operating the accelerator joint 23 that transmits or blocks (S50). The algorithm method for preventing vehicle error sudden acceleration and driver malfunction further includes a step (S60) of the microcomputer board 22 transmitting an error code to the vehicle 1 through the OBD terminal 11 when the manual switch 21 is operated. can do. In the vehicle error sudden acceleration and driver malfunction prevention algorithm method, when the micom board 22 generates a control signal and transmits it to the relay 2-23 of the accelerator joint 23, the relay 2-23 is the connection point in the basic state. A step ( S70 ) of changing and inputting the APS signal in the initial value state to the vehicle may be further included.

In the step of receiving data (S10), the microcomputer board 22 reads real-time data of the vehicle 1 through the OBD terminal 11. Data is transmitted and received in the CAN (Controller Area Network) method. The step of receiving data (S10) starts when the vehicle 1 is started and is performed in real time. The microcomputer board 22 receives data related to sudden acceleration from the vehicle 1 in real time. In the step of receiving data (S10), the microcomputer board 22 can read APS signal data, brake signal data, RPM data, and speed data of the vehicle 1 through the OBD terminal 11. The APS signal data is a signal indicating how much the driver depresses the accelerator pedal 12 . The brake signal data is a signal indicating how much the driver depresses the brake pedal 14 . RPM data is the engine's real-time RPM. The speed data is the real-time speed of the vehicle 1 .

4 is a flowchart illustrating a step of determining sudden acceleration according to an embodiment. See FIGS. 3 and 4 together.

In the step of determining whether the sudden acceleration state (S20) is based on the APS signal data and the RPM data, if the current RPM is greater than or equal to the RPM linked to the current APS signal, the first determination step of determining that the vehicle 1 is in the sudden acceleration state due to an error (S21) ), based on the APS signal data and speed data, when the current speed is higher than the speed associated with the current APS signal when starting after stopping, a second determination step (S22) of determining that the vehicle 1 is suddenly accelerating due to an error, and Based on the APS signal data, if the current APS signal value is greater than or equal to a specific APS signal value, a third determination step (S23) of determining that the driver mistakenly presses the accelerator for a brake and steps on the accelerator to cause a sudden acceleration state may be included. The microcomputer board 22 may perform one or more of the first to third judgment steps S21 to S23 according to the settings input by the driver.

Determining whether the sudden acceleration state (S20) may be performed using the data received in real time after performing the step (S10) of receiving data that is repeatedly performed in real time. In the step of determining whether the vehicle is suddenly accelerating (S20), the first to third determining steps (S21 to S23) may be independently performed. If any one of the first to third judgment steps (S21 to S23) is the sudden acceleration state, the micom board 22 recognizes that the current vehicle 1 is in the sudden acceleration state.

The first judgment step (S21) is a process of determining whether or not sudden acceleration is performed using a first judgment criterion. The first criterion is a criterion for determining whether the vehicle 1 is in a sudden acceleration state due to an error. Since the APS signal indicates the degree to which the accelerator is pressed, when the current RPM is higher than the RPM linked to the APS signal, the speed of the vehicle 1 may increase beyond the speed intended by the driver, so it may be determined that the vehicle 1 is suddenly accelerating. The RPM interlocked with the APS signal is a value pre-stored in the microcomputer board 22. The larger the APS signal, the larger the value of RPM interlocked with the APS signal. The micom board 22 searches for the RPM linked to the current APS signal among RPMs linked to a plurality of pre-stored APS signals, compares the searched RPM with the current RPM, and determines that the current RPM is in a sudden oscillation state if the current RPM is large. there is.

The second judgment step ( S22 ) is a process of determining whether or not sudden acceleration occurs by using a second judgment criterion. The second criterion is a criterion for determining whether the vehicle 1 is suddenly accelerated due to an error. It is common to gradually increase the speed when starting from a stop. If the degree of accelerator is low but the speed is very high when starting after stopping, it can be judged that the speed is rapidly increasing compared to the driver's intention, so it can be judged as sudden acceleration.

Since the micom board 22 receives the speed data in real time, it can determine that the present corresponds to departure after stopping. The micom board 22 determines whether the current speed is equal to or higher than the speed associated with the APS signal when starting after stopping.

The speed corresponding to the APS signal is a value previously stored in the microcomputer board 22. The higher the APS signal, the higher the interlocked speed. The microcomputer board 22 searches for a speed linked to the current APS signal from a speed linked to a plurality of APS signals stored in advance, compares the searched speed with the current speed, and determines that the current speed is a sudden acceleration state. .

The first determination step (S21) and the second determination step (S22) may determine whether sudden acceleration occurs in different situations. In the first determination step (S21), it may be determined whether sudden acceleration in the form of a sudden increase in RPM occurs during driving. In the second determination step ( S22 ), it may be determined whether sudden acceleration in the form of a sudden increase in speed occurs when starting after stopping the vehicle. This type of sudden acceleration is a type in which an error of the vehicle 1 is suspected.

The third judgment step ( S23 ) is a process of determining whether or not sudden acceleration occurs by using a third judgment criterion. The third criterion is a criterion for determining whether the vehicle suddenly accelerates due to driver's erroneous operation. When driving while stepping on the accelerator pedal 12 or the brake pedal, the driver may erroneously press the accelerator pedal 12 strongly due to recognition errors or driving habits. Since the driver's erroneous operation is a strong step on the accelerator, sudden acceleration in which the speed of the vehicle 1 rapidly increases may occur. The driver's erroneous operation may occur in various environments. Incorrect operation can occur in various environments, such as starting after stopping, driving, after an accident, or while parking. Sudden acceleration due to erroneous operation may also be caused by a simple illusion of strongly stepping on the accelerator pedal 12 with the driver's perception that he or she is stepping on the brake pedal 14 . Therefore, it is necessary to judge separately from the first judgment step (S21) and the second judgment step (S22).

In the third decision step (S23), the microcomputer board 22 compares the current APS signal value and the specific APS signal value. The specific APS signal value is an APS signal value when the accelerator pedal 12 is fully stepped on. A specific APS signal value is pre-stored in the microcomputer board 22. In normal driving, it doesn't happen if you step on the accelerator all the way. Therefore, if the driver strongly presses the accelerator pedal 12 all the way, it can be determined that the driver misunderstood the brake pedal 14 . The microcomputer board 22 compares the current APS signal value with a pre-stored specific APS signal value, and if the current APS signal value is greater than or equal to the specific APS signal value, it can be determined that the driver is erroneously operating and is in a sudden acceleration state accordingly. .

The microcomputer board 22 can operate in a normal mode or a performance mode. The driver can choose between normal mode and performance mode. The microcomputer board 22 may be provided with a switch button or jumper for selecting a normal mode or a performance mode. The normal mode can be selected in a daily driving environment, and the third criterion can be activated in the normal mode. This is because in everyday driving environments, drivers do not expect extreme manipulation of pressing the accelerator pedal all the way. In the performance mode, the third criterion may be deactivated. When driving in a special environment, not everyday driving, the driver can select the performance mode. Since the third criterion is deactivated in the performance mode, even if the driver presses the accelerator all the way, it may not be judged as sudden acceleration.

Operation of the micom board 22 determining whether the state of the vehicle 1 is sudden acceleration, and then continuously receiving real-time data of the vehicle 1 and determining the state of sudden acceleration when it is determined that the state of the vehicle 1 is normal Repeat. When the micom board 22 determines that the vehicle 1 is suddenly accelerating, a notification is provided to the driver.

The step of providing notification (S30) is a process in which the micom board 22 notifies the driver of the sudden acceleration state in an audible or visual manner. The micom board 22 is connected to the vehicle 1 using Bluetooth and provides notification to the driver through the speaker 23b of the vehicle 1 or notifies the driver using the speaker provided on the micom board 22. can also provide.

The microcomputer board 22 may provide notification of sudden acceleration to the driver or a pre-registered contact using not only sound, but also emergency text message, call connection, push notification of smart phone, text displayed on the display, image, etc. Through this process, the micom board 22 may notify the driver that it has been determined to be in a sudden acceleration state.

The driver may operate the manual switch 21 to receive a notification that the sudden acceleration state is present and resolve the sudden acceleration state. When the driver presses the manual switch 21 , the manual switch 21 may provide a predetermined signal to the microcomputer board 22 . The driver can operate the manual switch 21 after determining whether it is a situation to operate the manual switch 21 . If the micom board 22 unconditionally blocks the APS signal or transmits an error signal to the vehicle 1 as a result of determining the state of the vehicle 1, the speed of the vehicle 1 is slow regardless of the driver's intention. Since it can cause a subsequent accident, the micom board 22 according to one embodiment provides a notification to the driver that the driver is in a sudden acceleration state, and switches the switch 23c to the driver according to the driver's judgment. It gives you the power to make decisions.

The microcomputer board 22 blocks the APS signal (S50), transmits an error code (S60), and the APS signal in the initial value state according to the automatic mode or manual mode setting and the setting of the operation performed in the sudden acceleration state. The step (S70) of inputting may be performed.

When receiving a signal from the manual switch 21 indicating that the driver has pressed the manual switch 21, the micom board 22 may perform a step of blocking the APS signal (S50). Blocking the APS signal (S50) is a process in which the microcomputer board 22 generates a control signal and transmits it to the accelerator joint 23, and the accelerator joint 23 blocks the path through which the APS signal is transmitted. The accelerator joint 23 may include the first relay 1-23, and when a control signal is applied from the microcomputer board 22 to the first relay coil 1-23a, the first relay in the path of transmitting the APS signal. 1 relay switch 1-23b can be opened. When the first relay switch 1-23b is opened, the ASP signal generated by Excel is not transmitted to the ECU 13. Since the ECU 13 does not perform an operation of accelerating the vehicle 1 since the ASP signal is not input, sudden acceleration can be eliminated.

When receiving a signal indicating that the driver has pressed the manual switch 21 from the manual switch 21, the microcomputer board 22 may perform a step of inputting an APS signal in an initial value state (S70). In the step of inputting the APS signal in the initial value state (S70), the microcomputer board 22 generates a control signal and transmits it to the accelerator joint 23, and the accelerator joint 23 generates the APS signal generated by the accelerator pedal 12. This is a process of opening a path through which V is transmitted to the vehicle 1 and connecting a path through which an ASP signal in an initial value state is transmitted to the vehicle 1. The accelerator joint 23 may include a second relay 2-23, the second relay 2-23 includes a coil 2-23a and a switch 2-23b, and the microcomputer board 22 ) is applied to the second relay coil 2-23a, the second relay switch 2-23b connects the first point P1 connected to the accelerator pedal 12 and the second point connected to the vehicle 1. (P2) is open, and the connection point may be changed so that the third point P2 connected to the APS signal in the initial value state and the second point P2 connected to the vehicle 1 are connected. The APS signal in the initial value state is input to the vehicle 1, and the ECU 13 recognizes that the accelerator pedal 12 is not depressed, so that the operation to accelerate the vehicle 1 is not performed, thereby eliminating sudden acceleration. can do.

Upon receiving a signal from the manual switch 21 indicating that the driver has pressed the manual switch 21, the micom board 22 may transmit an error code to the vehicle 1 (S60). In the step of transmitting the error code (S50), the microcomputer board 22 inputs a predetermined error code to the OBD terminal 11 of the vehicle 1 through the OBD connector 22a. The error code may be determined in consultation with the vehicle 1 manufacturer. When the error code is input to the ECU 13 through the OBD terminal 11, the ECU 13 can ignore the APS signal. In the case of sudden acceleration due to driver's misoperation, when an error code is input, the ECU 13 ignores the accelerator operation value caused by driver's misoperation, so that sudden acceleration can be resolved. In the case of sudden acceleration due to an error in the vehicle 1, when an error code is input, the ECU 13 recognizes that there is an error in the accelerator, so that the sudden acceleration can be eliminated by controlling the RPM of the engine in the direction of lowering. Even in the case of sudden acceleration due to an error of the vehicle 1 when starting after stopping, if an error code is input, the ECU 13 recognizes that there is an error in the accelerator and controls the engine RPM in the direction of lowering to solve the sudden acceleration. .

5 is a diagram showing an OBD connector according to an embodiment.

The OBD connector 22a may be formed in a form that can be coupled to the OBD terminal 11. The OBD connector 22a may be formed such that pins 4, 5, 6, 14, and 16 of the OBD terminal 11 are connected, and the remaining pins are not connected. In the OBD terminal (11) of the vehicle (1), pins 4 and 5 are ground (GND), pin 6 is high for CNA communication, pin 14 is low for CAN communication, and pin 16 is battery plus (+). .

The OBD connector 22a may receive power from the ground of the OBD terminal 11 and the battery plus (+) and provide the power to the microcomputer board 22 and the manual switch 21 . The microcomputer board 22 and the manual switch 21 may operate with power supplied from the vehicle 1 through the OBD connector 22a. Therefore, it is possible to operate while the vehicle 1 is started.

The OBD connector 22a may transmit and receive data in a CAN communication method using pins 6 and 14 of the OBD terminal 11 . The microcomputer board 22 can read APS signal data, brake signal data, RPM data, and speed data from data transmitted and received in the CAN communication method. Even when transmitting an error code, the microcomputer board 22 can create an error code in a CAN communication method and input it through the OBD terminal 11.

The vehicle error sudden acceleration and driver malfunction prevention algorithm device 2 according to the embodiment described above is a device that independently determines whether the vehicle 1 suddenly accelerates and provides a notification to the driver, and if the driver needs the vehicle 1 ) is an independent device that can be installed on The driver recognizes the notification provided by the vehicle error sudden acceleration and driver malfunction prevention algorithm device 2 and operates the manual switch 21 to determine whether to resolve the sudden acceleration state, and the driver determines to operate the manual switch 21 Next, by operating the manual switch 21, the micom board 22 transmits an error code to the vehicle 1, thereby solving the sudden acceleration situation. Therefore, the driver may be provided with selectable options for sudden acceleration. In addition, since the error code provided by the micom board 22 to the vehicle 1 indicates that there is an error in the accelerator, and is not a command in the form of forcibly stopping the vehicle 1 or forcibly stopping the engine, The risk of subsequent accidents due to sudden stops can be minimized.

The present disclosure has been described in detail through specific embodiments. Embodiments are intended to specifically describe the present disclosure, and the present disclosure is not limited thereto. It will be apparent that variations or improvements are possible by those skilled in the art within the technical spirit of the present disclosure.

All simple modifications or changes of the present disclosure fall within the scope of the present disclosure, and the specific protection scope of the present disclosure will be made clear by the appended claims.

1: vehicle
11: OBD terminal
12: accelerator pedal
13: ECU
2: Vehicle error sudden acceleration, driver malfunction prevention algorithm device
21: manual switch
22: micom board
22a: OBD connector
23: Excel joint
1-23: 1st relay
1-23a: Coil of the first relay
1-23b: switch of the first relay
2-23: 2nd relay
2-23a: Coil of the second relay
2-23b: second relay switch

Claims (13)

a manual switch disposed in the vehicle to be operable by a driver;
An accelerator joint located on a path through which the APS signal of the vehicle is transmitted, transmitting or blocking the APS signal; and
Connected to the vehicle's OBD terminal, it checks vehicle information and determines whether it is in a sudden acceleration state. A vehicle error sudden acceleration and driver malfunction prevention algorithm device including a microcomputer board that does. The method of claim 1,
The micom board
Receiving RPM data and APS signal data of the vehicle through the OBD terminal and determining whether or not sudden acceleration occurs according to a criterion,
The above criteria are
Based on the APS signal data and RPM data, including a first criterion for determining that the current RPM is a sudden acceleration due to a vehicle error when the current RPM is greater than or equal to the RPM linked to the current APS signal, vehicle error sudden acceleration, driver malfunction prevention Algorithm device. The method of claim 1,
The micom board
Receiving speed data and APS signal data of the vehicle through the OBD terminal and determining whether or not sudden acceleration occurs according to a criterion,
The above criteria are
Based on the APS signal data and speed data, when the current speed is higher than the speed associated with the current APS signal when starting after stopping, the second criterion for determining the sudden acceleration due to a vehicle error, the vehicle error sudden acceleration, the driver Malfunction prevention algorithm device. The method of claim 1,
The micom board
Receiving the APS signal data of the vehicle through the OBD terminal and determining whether sudden acceleration occurs according to a criterion,
The above criteria are
Based on the APS signal data, if the current APS signal value is greater than or equal to a specific APS signal value, the vehicle error sudden acceleration, driver including a third criterion for determining that the driver mistakenly presses the accelerator for a brake and steps on the sudden acceleration state. Malfunction prevention algorithm device. The method of claim 1,
The micom board
When the manual switch is operated, an error code is transmitted to the vehicle through the OBD terminal.
The error code is
A vehicle error sudden acceleration and driver malfunction prevention algorithm device including a code or an abnormal signal that prevents the vehicle from receiving an Excel value. The method of claim 1,
The excel joint
A relay installed on a path through which the APS signal generated by the accelerator pedal is transmitted to the ECU of the vehicle,
the relay
A vehicle error sudden acceleration and driver malfunction prevention algorithm device that transmits the APS signal in a connected state in a basic state and operates to block the APS signal when a control signal of the microcomputer board is input. The method of claim 1,
The excel joint
A relay installed on a path through which the APS signal generated by the accelerator pedal is transmitted to the ECU of the vehicle,
the relay
In the basic state, the APS signal generated by the accelerator pedal is connected to the vehicle, and when the control signal of the microcomputer board is input, the connection point is changed to transmit the APS signal in the initial value state to the vehicle. , Driver Malfunction Prevention Algorithm Device. The method of claim 1,
The micom board
If it is determined that the vehicle is in a sudden acceleration state, even if a signal is not input from the manual switch, the APS signal blocking operation, the APS signal input operation in the initial value state, and the error code transmission operation are performed, vehicle error sudden acceleration, driver malfunction prevention algorithm device. receiving real-time data of the vehicle by a microcomputer board connected to an OBD terminal of the vehicle;
determining whether the micom board is in a sudden acceleration state by analyzing data received through the OBD terminal;
providing a notification to the driver by the micom board when the sudden acceleration state is determined;
operating a manual switch by a driver; and
When the manual switch is operated, the micom board is located in a path through which the APS signal of the vehicle is transmitted and operates an accelerator joint that transmits or blocks the APS signal to block the APS signal, including sudden acceleration of the vehicle error and driver malfunction Anti-algorithm method. The method of claim 9,
Receiving the data is
The micom board receives speed data, RPM data, brake signal data, and APS signal data of the vehicle through the OBD terminal,
The step of determining whether the sudden acceleration state is
A first determination step of determining a sudden acceleration state due to a vehicle error when a current RPM is greater than or equal to an RPM associated with the current APS signal based on the APS signal data and the RPM data;
A second determination step of determining that a sudden acceleration due to a vehicle error occurs when the current speed is equal to or higher than the speed linked to the current APS signal when starting after stopping the vehicle based on the APS signal data and the speed data; and
Based on the APS signal data, if the current APS signal value is greater than or equal to a specific APS signal value, the vehicle error including one or more of a third determination step of determining that the driver misunderstands the accelerator for a brake and steps on the sudden acceleration state due to an erroneous operation. Sudden acceleration, driver malfunction prevention algorithm method. The method of claim 9,
The micom board further includes transmitting an error code to the vehicle through an OBD terminal when the manual switch is operated,
The error code is
A vehicle error sudden acceleration and driver malfunction prevention algorithm method comprising a code or an abnormal signal that prevents the vehicle from receiving an Excel value. The method of claim 9,
Blocking the APS signal
When the micom board generates a control signal and transmits it to the relay of the accelerator joint, the relay is switched from a connected state to a disconnected state and transmission of the APS signal is blocked. The method of claim 12,
When the micom board generates a control signal and transmits it to the relay of the accelerator joint, the relay changes the connection point from the basic state and inputs the APS signal of the initial value state to the vehicle, vehicle error sudden acceleration, driver Malfunction Prevention Algorithm Method.

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