CN115285115A - Error-proofing system of brake and accelerator - Google Patents
Error-proofing system of brake and accelerator Download PDFInfo
- Publication number
- CN115285115A CN115285115A CN202211041064.7A CN202211041064A CN115285115A CN 115285115 A CN115285115 A CN 115285115A CN 202211041064 A CN202211041064 A CN 202211041064A CN 115285115 A CN115285115 A CN 115285115A
- Authority
- CN
- China
- Prior art keywords
- vehicle
- accelerator
- real
- brake
- time
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000001133 acceleration Effects 0.000 claims abstract description 21
- 238000000034 method Methods 0.000 claims abstract description 21
- 230000004888 barrier function Effects 0.000 claims abstract description 4
- 238000012545 processing Methods 0.000 description 10
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000002265 prevention Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000012806 monitoring device Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a brake and accelerator mistake proofing system, which further comprises the following steps: s1: predefining by a system: defining a distance threshold L 0 Defining the preset opening degree of the accelerator at the time of full accelerator as i 0 (ii) a S2: judging a vehicle gear; if the vehicle does not belong to the driving gear or the reverse gear, returning to the S1; s3: defining and detecting a real-time distance L; if the vehicle is in the reverse gear, taking the real-time distance between the vehicle tail barrier and the vehicle tail as L; s4: judging the relation between the real-time distance and a preset distance; s5: and acquiring the real-time opening i of the accelerator, and carrying out driving control of different degrees on the vehicle according to the relationship between the real-time opening i and the opening i. By adopting the invention, whether the acceleration of the vehicle is effective or not is judged according to the distance between the obstacle at the front of the vehicle and the opening degree of the accelerator in the driving process of the vehicle, and the vehicle is automatically braked when necessary, so that the driving can be effectively prevented from being carried out in an emergencyThe driver mistakenly steps on the accelerator as the brake, so that the automobile safety accident is caused, and the driving safety of the automobile is greatly improved.
Description
Technical Field
The invention relates to a mistake proofing system, in particular to a mistake proofing system for a brake and an accelerator.
Background
With the rapid development of economy, the living standard of people is gradually improved, and automobiles also enter common families. With the increasing holding capacity of automobiles, the incidence rate of automobile safety accidents is also increasing. In emergency situations, automobile safety accidents caused by mistakenly taking the accelerator as the brake are frequent.
In order to solve the problem, the conventional vehicle is generally equipped with an error prevention system or an emergency braking device to prevent such an event, for example, in patent CN113879292A (emergency braking method, ultrasonic radar system and AEB controller), the vehicle determines whether a driver is braking or avoiding an obstacle by comprehensively processing the monitored data by using the monitored distance to the obstacle, the opening degree of an accelerator pedal, the state of a brake pedal, the rotating speed of a steering wheel and the rotating angle of the steering wheel, and the data is too much to monitor, so that the requirement on the number of monitoring devices is high, and the cost of the error prevention system is greatly increased.
Disclosure of Invention
The invention aims to: aiming at the problems of multiple types of data to be monitored, complex processing and high cost of the accelerator mistake proofing system in the prior art, the brake accelerator mistake proofing system with relatively less monitoring data is provided.
In order to achieve the above object, the present invention provides the following technical solutions:
a brake-accelerator mistake proofing system further comprises the following steps:
s1: predefining by a system: defining a distance threshold L 0 Defining the preset opening of the accelerator at the time of full accelerator as i 0 ；
S2: and (3) judging the gear of the vehicle: if the vehicle belongs to a driving gear or a reverse gear, continuing to execute downwards; if the vehicle does not belong to the driving gear or the reverse gear, returning to the S1;
s3: defining and detecting a real-time distance L: if the automobile is in the driving gear, taking the real-time distance from the front obstacle to the automobile head as L; if the vehicle is in the reverse gear, taking the real-time distance between the vehicle tail barrier and the vehicle tail as L;
s4: judging the relation between the real-time distance and the preset distance: only when L ≦ L is satisfied 0 If so, continuing to execute the next step;
s5: acquiring the real-time opening i of the accelerator, and judging the real-time opening i and the preset opening i 0 And driving control of the vehicle is carried out to different degrees according to the relationship of the two.
By adopting the technical scheme, whether the acceleration of the vehicle is effective or not is judged according to the distance between the obstacle behind the front vehicle and the opening condition of the accelerator in the driving process of the vehicle, and the vehicle is automatically braked when necessary, so that the occurrence of automobile safety accidents caused by the fact that a driver mistakenly steps on the accelerator as a brake in an emergency can be effectively prevented, and the driving safety of the vehicle is greatly improved.
Further, in S1, the predefining further comprises a pedal braking depth j 1 、j 2 、j 3 (j 1 ≤30％、30％＜j 2 ≤70％、70％＜j 3 Less than or equal to 100 percent). Several different depth regimes are separately set up to provide multiple options.
Further, in S5, the opening degree determination and the driving control are:
when i is less than or equal to i 0 When the accelerator is judged to be effective in acceleration/4, executing the acceleration of the accelerator;
when i is 0 /4＜i≤i 0 When/2, it is judged that the acceleration is not effective and the depth of the execution brake is j 1 Braking of (3);
when i is 0 /2＜i≤3i 0 At/4, it is determined that the acceleration is not effective and the depth of execution of braking is j 2 Braking of (3);
when 3i 0 /4＜i≤i 0 When the acceleration is determined to be invalid and the execution of the braking is performed to a depth j 3 And (4) braking.
Four accelerator opening degrees in different ranges are respectively set, and the four different processing modes correspond to one of the four different processing modes, wherein one processing mode is to execute the acceleration operation of the original accelerator, and the other three processing modes are to execute the braking in different depths.
Further, the method also comprises the following step S6: and acquiring the real-time vehicle speed v, and judging the relation between v and 0 to perform corresponding operation.
Further, if v ≠ 0, returning to S4 to continue execution; if v =0, the execution continues down. And increasing the judgment of the vehicle speed to ensure that the vehicle speed is 0 when the vehicle is continuously executed.
Further, the method also comprises the step of S7:
judging whether the vehicle is powered off: if the vehicle is powered off, ending the operation; if the vehicle is not powered off, the control returns to S2 to continue execution. The final result of the method is that the vehicle is powered down, thereby ending the operation of the entire judgment method. .
Further, in S4, if L is>L 0 S1, S2 or S3 may be returned.
Further, in S1, a power-up process is also included, and the power-up process and the predefined order may be exchanged. The predefinition can be a universal predefinition, and is positioned before power-on; or may be predefined data obtained after power-up.
Compared with the prior art, the invention has the following beneficial effects:
according to the distance between an obstacle behind a vehicle in front of the vehicle and the opening of the accelerator, whether the acceleration of the vehicle is effective or not is judged, and the vehicle is automatically braked when necessary, so that the occurrence of automobile safety accidents caused by the fact that a driver mistakenly steps on the accelerator as a brake in an emergency can be effectively prevented, and the driving safety of the vehicle is greatly improved.
Description of the drawings:
the accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 shows a flow chart of the brake-throttle error proofing system of the present invention.
Detailed Description
It is to be noted that, unless otherwise indicated, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
In order to make the technical solutions better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only partial embodiments of the present application, but not all embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort shall fall within the protection scope of the present application.
Fig. 1 is a flowchart of an embodiment of the present invention, which includes the following steps:
(1) Powering on and starting;
(2) Defining a distance threshold L 0 ；
(3) Defining the pedal braking depth;
(4) Defining the throttle opening i at full throttle 0 ；
(5) Acquiring a real-time gear of a vehicle;
(6) Judging the gear (whether the gear is in a driving gear or a reverse gear, namely whether the gear is in a D gear or an R gear, if so, continuing to execute downwards, otherwise, returning to 5;
(7) Defining a real-time distance L between a vehicle body and an obstacle according to the fact that the vehicle is in a driving gear or a reverse gear;
(8) Judging the relation between the distance threshold and the real-time distance, continuing if the relation is satisfied, and returning to 5 if the relation is not satisfied;
(9) Acquiring a real-time opening i of an accelerator;
(10) Judging the opening of the accelerator, and setting four ranges corresponding to four execution modes;
(11) Acquiring the real-time speed v of the vehicle;
(12) Judging whether the real-time vehicle speed v meets the relational expression, if so, continuing to perform, and if not, returning to 8;
(13) And (5) judging whether the vehicle is powered off, finishing the whole process if the vehicle is powered off, and returning to 5 if the vehicle is not powered off.
A brake-accelerator mistake proofing system further comprises the following steps:
s1: predefining by a system: defining a distance threshold L 0 Defining the preset opening degree of the accelerator at the time of full accelerator as i 0 ；
S2: and (3) judging the gear of the vehicle: if the vehicle belongs to a driving gear or a reverse gear, continuing to execute downwards; if the vehicle does not belong to the driving gear or the reverse gear, returning to the S1;
s3: defining and detecting a real-time distance L: if the automobile is in the driving gear, taking the real-time distance from the front obstacle to the automobile head as L; if the vehicle is in the reverse gear, taking the real-time distance between the vehicle tail barrier and the vehicle tail as L;
s4: judging the relation between the real-time distance and the preset distance: only when L ≦ L is satisfied 0 If so, continuing to execute the next step;
s5: acquiring the real-time opening i of the accelerator, and judging the real-time opening i and the preset opening i 0 And driving control of different degrees is carried out on the vehicle according to the relationship of the two.
By adopting the technical scheme, whether the acceleration of the vehicle is effective or not is judged according to the distance between the obstacle behind the front vehicle and the opening condition of the accelerator in the driving process of the vehicle, and the vehicle is automatically braked when necessary, so that the occurrence of automobile safety accidents caused by the fact that a driver mistakenly steps on the accelerator as a brake in an emergency can be effectively prevented, and the driving safety of the vehicle is greatly improved.
Further, in S1, the predefining also includes pedal brake depth j 1 、j 2 、j 3 (j 1 ≤30％、30％＜j 2 ≤70％、70％＜j 3 Less than or equal to 100 percent). Several different depth systems are provided to provide various options.
Further, in S5, the opening degree determination and the driving control are:
when i is less than or equal to i 0 When the accelerator is judged to be effective in acceleration/4, executing the acceleration of the accelerator;
when i is 0 /4＜i≤i 0 At/2, it is determined that the acceleration is not effective and the brake depth is performedDegree j 1 The braking of (2);
when i is 0 /2＜i≤3i 0 At/4, it is determined that the acceleration is not effective and the depth of execution of braking is j 2 Braking of (3);
when 3i 0 /4＜i≤i 0 When the acceleration is determined to be invalid and the execution depth of braking is j 3 The braking of (2).
Four accelerator opening degrees in different ranges are respectively set, and the four different processing modes correspond to one of the four different processing modes, wherein one processing mode is to execute the acceleration operation of the original accelerator, and the other three processing modes are to execute the braking in different depths.
Further, the method also comprises the following step S6: and acquiring the real-time vehicle speed v, and judging the relation between v and 0 to perform corresponding operation.
Further, if v ≠ 0, returning to S4 to continue execution; if v =0, the execution continues down. And increasing the judgment of the vehicle speed to ensure that the vehicle speed is 0 when the vehicle is continuously executed.
Further, the method also comprises the step of S7:
judging whether the vehicle is powered off: if the vehicle is powered off, ending the operation; if the vehicle is not powered off, the control method returns to the step S2 to continue execution. The final result of the method is that the vehicle is powered down, thereby ending the operation of the entire judgment method. .
Further, in S4, if L is>L 0 S1, S2 or S3 may be returned.
Further, in S1, a power-on process is also included, and the power-on process and the predefined order may be interchanged. The predefinition can be a universal predefinition, located prior to power-up; or may be predefined data obtained after power-up.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (8)
1. The brake-accelerator mistake proofing system is characterized by comprising the following steps of:
s1: predefining by a system: defining a distance threshold L 0 Defining the preset opening of the accelerator at the time of full accelerator as i 0 ；
S2: and (3) judging the gear of the vehicle: if the vehicle belongs to a driving gear or a reverse gear, continuing to execute downwards; if the vehicle does not belong to the driving gear or the reverse gear, returning to the S1;
s3: defining and detecting a real-time distance L: if the automobile is in the driving gear, taking the real-time distance from the front obstacle to the automobile head as L; if the vehicle is in the reverse gear, taking the real-time distance between the vehicle tail barrier and the vehicle tail as L;
s4: judging the relation between the real-time distance and the preset distance: only when L ≦ L is satisfied 0 If so, continuing to execute the next step;
s5: acquiring the real-time opening i of the accelerator, and judging the real-time opening i and the preset opening i 0 And driving control of the vehicle is carried out to different degrees according to the relationship of the two.
2. The brake-throttle error proofing system according to claim 1, wherein in S1, the predefining further comprises a pedal braking depth j 1 、j 2 、j 3 (j 1 ≤30％、30％＜j 2 ≤70％、70％＜j 3 ≤100％)。
3. The brake-accelerator mistake proofing system of claim 2, wherein in S5, the opening degree judgment and the driving control are as follows:
when i is less than or equal to i 0 When the accelerator is judged to be effective in acceleration/4, executing the acceleration of the accelerator;
when i is 0 /4＜i≤i 0 At/2, it is determined that the acceleration is not effective and the depth of execution of braking is j 1 The braking of (2);
when i is 0 /2＜i≤3i 0 At/4, it is determined that the acceleration is not effective and the depth of execution of braking is j 2 The braking of (2);
when 3i 0 /4＜i≤i 0 When the acceleration is determined to be invalid and the execution depth of braking is j 3 And (4) braking.
4. The brake-accelerator mistake proofing system of claim 1, further comprising S6: and acquiring the real-time vehicle speed v, and judging the relation between v and 0 to perform corresponding operation.
5. The brake-accelerator mistake proofing system of claim 4, wherein if v ≠ 0, then returning to S4 for continued execution; if v =0, the execution continues down.
6. The brake-accelerator mistake proofing system of claim 5, further comprising S7:
judging whether the vehicle is powered off: if the vehicle is powered off, the operation is finished; if the vehicle is not powered off, the control method returns to the step S2 to continue execution.
7. The brake-accelerator mistake proofing system of claim 1, wherein in S4, if L is L, the brake-accelerator mistake proofing system is characterized in that>L 0 S1, S2 or S3 may be returned.
8. The brake-accelerator mistake proofing system of claim 1, further comprising a power-on process in S1, wherein the power-on process and the predefined sequence are interchangeable.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211041064.7A CN115285115A (en) | 2022-08-29 | 2022-08-29 | Error-proofing system of brake and accelerator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211041064.7A CN115285115A (en) | 2022-08-29 | 2022-08-29 | Error-proofing system of brake and accelerator |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115285115A true CN115285115A (en) | 2022-11-04 |
Family
ID=83832745
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211041064.7A Pending CN115285115A (en) | 2022-08-29 | 2022-08-29 | Error-proofing system of brake and accelerator |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115285115A (en) |
Citations (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102069800A (en) * | 2010-12-28 | 2011-05-25 | 奇瑞汽车股份有限公司 | Vehicle running control method and control device |
| CN103112355A (en) * | 2013-03-01 | 2013-05-22 | 张建文 | Method and device for automatically cutting off oil and turning accelerator into brake in case of automobile speeding |
| CN103318026A (en) * | 2013-07-10 | 2013-09-25 | 东风汽车公司 | Automobile accelerator limiting protecting system and control method |
| CN109466324A (en) * | 2018-11-22 | 2019-03-15 | 王毓 | A kind of control system of mis-accelerator pressing |
| CN109664760A (en) * | 2018-12-21 | 2019-04-23 | 东软睿驰汽车技术（沈阳）有限公司 | A kind of accelerator stepping misoperation preventing processing method, apparatus and system |
| CN110203183A (en) * | 2019-06-04 | 2019-09-06 | 厦门金龙汽车新能源科技有限公司 | Electric vehicle and its method of controlling security and safety control system |
| CN110228454A (en) * | 2019-06-18 | 2019-09-13 | 威马智慧出行科技（上海）有限公司 | Automotive throttle prevents from accidentally stepping on method, electronic equipment and automobile |
| CN110696612A (en) * | 2019-08-28 | 2020-01-17 | 宜宾凯翼汽车有限公司 | Control method and system for avoiding mistaken stepping on automobile accelerator |
| CN111452614A (en) * | 2020-04-30 | 2020-07-28 | 汉腾新能源汽车科技有限公司 | Auxiliary braking system used during accelerator stepping by mistake |
| CN112622896A (en) * | 2020-12-31 | 2021-04-09 | 东风小康汽车有限公司重庆分公司 | Vehicle injury prevention system and method |
| CN113829892A (en) * | 2021-09-24 | 2021-12-24 | 重庆长安汽车股份有限公司 | Driving torque control method and system for electric automobile in downhill process and vehicle |
| CN114454810A (en) * | 2022-02-25 | 2022-05-10 | 重庆金康赛力斯新能源汽车设计院有限公司 | New energy vehicle tail lamp warning control method, device based on method and vehicle |
| US20220176981A1 (en) * | 2020-12-08 | 2022-06-09 | Toyota Research Institute, Inc. | Reconfigurable throttle-by-wire pedal subsystem for a vehicle and associated methods |
-
2022
- 2022-08-29 CN CN202211041064.7A patent/CN115285115A/en active Pending
Patent Citations (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102069800A (en) * | 2010-12-28 | 2011-05-25 | 奇瑞汽车股份有限公司 | Vehicle running control method and control device |
| CN103112355A (en) * | 2013-03-01 | 2013-05-22 | 张建文 | Method and device for automatically cutting off oil and turning accelerator into brake in case of automobile speeding |
| CN103318026A (en) * | 2013-07-10 | 2013-09-25 | 东风汽车公司 | Automobile accelerator limiting protecting system and control method |
| CN109466324A (en) * | 2018-11-22 | 2019-03-15 | 王毓 | A kind of control system of mis-accelerator pressing |
| CN109664760A (en) * | 2018-12-21 | 2019-04-23 | 东软睿驰汽车技术（沈阳）有限公司 | A kind of accelerator stepping misoperation preventing processing method, apparatus and system |
| CN110203183A (en) * | 2019-06-04 | 2019-09-06 | 厦门金龙汽车新能源科技有限公司 | Electric vehicle and its method of controlling security and safety control system |
| CN110228454A (en) * | 2019-06-18 | 2019-09-13 | 威马智慧出行科技（上海）有限公司 | Automotive throttle prevents from accidentally stepping on method, electronic equipment and automobile |
| CN110696612A (en) * | 2019-08-28 | 2020-01-17 | 宜宾凯翼汽车有限公司 | Control method and system for avoiding mistaken stepping on automobile accelerator |
| CN111452614A (en) * | 2020-04-30 | 2020-07-28 | 汉腾新能源汽车科技有限公司 | Auxiliary braking system used during accelerator stepping by mistake |
| US20220176981A1 (en) * | 2020-12-08 | 2022-06-09 | Toyota Research Institute, Inc. | Reconfigurable throttle-by-wire pedal subsystem for a vehicle and associated methods |
| CN112622896A (en) * | 2020-12-31 | 2021-04-09 | 东风小康汽车有限公司重庆分公司 | Vehicle injury prevention system and method |
| CN113829892A (en) * | 2021-09-24 | 2021-12-24 | 重庆长安汽车股份有限公司 | Driving torque control method and system for electric automobile in downhill process and vehicle |
| CN114454810A (en) * | 2022-02-25 | 2022-05-10 | 重庆金康赛力斯新能源汽车设计院有限公司 | New energy vehicle tail lamp warning control method, device based on method and vehicle |
Non-Patent Citations (1)
| Title |
|---|
| 邓铭添;: "谈检修奥迪轿车制动***故障的启发", 时代汽车, no. 10, 5 May 2020 (2020-05-05), pages 160 - 162 * |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US11447146B2 (en) | Vehicle control method, apparatus and system, and storage medium | |
| EP3156293B1 (en) | Brake control device for vehicle | |
| CN110104057B (en) | Vehicle steering power-assisted control method, device, equipment and storage medium | |
| CN107891851A (en) | A kind of control method of vehicle, device and controller | |
| US20200298887A1 (en) | Vehicle, control system of vehicle, and control method of vehicle | |
| CN105799586A (en) | Driving assisting method, device and system and automobile | |
| CN110239532B (en) | Vehicle lane change assisting method, device, terminal and storage medium | |
| CN112455466A (en) | Automatic driving control method, automatic driving control equipment, storage medium and automatic driving control device | |
| CN111942353B (en) | Emergency braking control method for pure electric vehicle, vehicle control unit and control device | |
| CN113602266B (en) | Emergency steering auxiliary control method and system | |
| CN113401131B (en) | Accelerator mistaken stepping prevention auxiliary system and method | |
| CN112918443B (en) | Brake control method, device, equipment and storage medium | |
| JP2021507432A (en) | Garage mode control unit, control system and control method | |
| CN115285115A (en) | Error-proofing system of brake and accelerator | |
| CN111873987B (en) | Control method for automatic parking | |
| JP5915404B2 (en) | Driving support device, driving support method, program, and medium | |
| CN113085904A (en) | Automobile driving control method and system capable of being matched with manual operation | |
| WO2020207366A1 (en) | Harmonizing method and harmonizing device for parking signals | |
| CN113442723B (en) | Control method and device for preventing mistaken stepping on accelerator of vehicle and vehicle | |
| CN111169472A (en) | Vehicle active safety control method and device and vehicle | |
| CN112339759A (en) | Vehicle safe starting mode control method | |
| CN116691339A (en) | Control method and system for preventing accelerator from being stepped on by mistake | |
| CN114394097A (en) | Self-adaptive cruise and car following adjusting system | |
| CN118144777A (en) | Security control method, device, vehicle and storage medium | |
| JP2024060279A (en) | Driving assistance device, driving assistance method, and program |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |