CN219565061U - Vehicle safety control system for dead zone braking and speed limiting - Google Patents
Vehicle safety control system for dead zone braking and speed limiting Download PDFInfo
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- CN219565061U CN219565061U CN202222118983.1U CN202222118983U CN219565061U CN 219565061 U CN219565061 U CN 219565061U CN 202222118983 U CN202222118983 U CN 202222118983U CN 219565061 U CN219565061 U CN 219565061U
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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Abstract
The utility model provides a dead zone brake and vehicle safety control system of speed limit, including blind zone detection sensor, the DMS camera, the ADAS camera, speed sensor, positioning module, alarm device, accelerator controlling means, brake controlling means and storage module, the blind zone detects people or object in the vehicle blind zone, DMS camera can gather driver's behavioral data, ADAS camera can gather the surrounding environment data of vehicle in-process of traveling, speed sensor can acquire the current speed of traveling of vehicle, positioning module can acquire vehicle current position information, storage module prestores the speed limit rule of vehicle, consequently, can monitor the running state of vehicle, and can be when the vehicle has potential danger or need carry out automatic alarm, and automatic speed reduction or brake, thereby realize passive type safety warning and the active type speed reduction/brake's of safety control function. The system can improve driving safety, and is particularly suitable for safety management of operation vehicles.
Description
[ field of technology ]
The utility model relates to the field of vehicle control, in particular to a dead zone braking and speed limiting vehicle safety control system.
[ background Art ]
With the continuous progress of vehicle technology, the performance of vehicles is better and better, and the improvement of the performance also enables the vehicles to reach the higher and faster speed. When the vehicle travel speed exceeds a certain limit, there may be a danger. Especially for operating vehicles, such as engineering vehicles, taxis, buses, tank trucks, transport vehicles and the like, traffic accidents caused by too high speed are usually serious. In the prior art, overspeed reminding is usually carried out, and the vehicle-mounted terminal carries out voice prompt when the current vehicle speed exceeds a speed limit value so as to prompt a driver to decelerate. However, whether to slow down or not is entirely dependent on the driver himself; many traffic accidents occur, and instead of drivers not knowing that they are driving against his own violation (e.g. speeding), they hold the psychological insight that no traffic accident is occurring, so that they continue to travel in the original state with knowledge of the violation, e.g. knowledge of speeding. Therefore, the passive reminding can not well ensure that the driving speed meets the safety requirement.
In addition, for some large vehicles, especially for operation vehicles, such as buses, engineering transport vehicles, large trucks and the like, the large vehicle has huge volume and high cab position, and a plurality of visual field blind areas exist in the driving process, especially the areas right in front of the large vehicles and on the right side of the large vehicles, the non-motor vehicles and pedestrians in the blind areas cannot observe, accidents are easy to occur, and the large vehicles have inner wheel differences and visual field blind areas when turning, so that traffic accidents are easy to cause.
In order to improve driving safety, an ADAS system (Advanced Driving Assistance System ) and a DMS system (Driver Monitoring System, driver monitoring system) are arranged on a car, the ADAS system mainly detects the external condition of the car to improve the safety of the car, the DMS system mainly detects the condition of the driver to improve the safety of the car, and the two systems can effectively improve the comfort and safety of the driving of the car, but the two systems are usually independent of each other and mainly take reminding as main, and the driver can possibly ignore the reminding and cannot notice danger in the driving process, so that the car cannot exert corresponding safety monitoring function.
For large vehicles, particularly for operating vehicles, there is a need for a comprehensive device or system that can fully improve vehicle safety.
[ utility model ]
The utility model aims to solve the problems and provides a dead zone braking and speed limiting vehicle safety control system.
In order to solve the problems, the utility model provides a dead zone braking and speed limiting vehicle safety control system which is characterized by comprising a main controller, a dead zone detection sensor, a DMS camera, an ADAS camera, a vehicle speed sensor, a positioning module, an alarm device, an accelerator control device, a braking control device and a storage module, wherein the dead zone detection sensor is used for detecting people and objects in a dead zone of a vehicle; the DMS camera is used for collecting behavior data of a driver; the ADAS camera is used for collecting surrounding environment data in the running process of the vehicle; the vehicle speed sensor is used for acquiring the current running speed of the vehicle; the positioning module is used for acquiring current position information of the vehicle; the alarm device is used for sending out alarm information; the accelerator control device is linked with the vehicle accelerator and is used for controlling the vehicle accelerator to decelerate; the brake control device is linked with a brake pedal of the vehicle and used for controlling the motion of the brake pedal to brake; the storage module pre-stores vehicle speed limit rules; the blind area detection sensor, the DMS camera, the ADAS camera, the vehicle speed sensor, the positioning module, the alarm device, the accelerator control device, the brake control device and the storage module are respectively connected with the main controller; the main controller can control the alarm device to send out alarm information, and can control the accelerator control device to work so as to link the vehicle accelerator to decelerate and/or control the brake control device to work so as to link the brake pedal to brake.
Further, the blind area detection sensor comprises a first sensor and a second sensor, wherein the first sensor is arranged in front of the vehicle and is used for detecting a blind area in front of the vehicle, and the first sensor is connected with the main controller through a blind area detection extension line; the second sensor is arranged on the right side of the vehicle and used for detecting a dead zone on the right side of the vehicle, and is connected with the main controller through a dead zone detection extension line.
Further, the main controller is further used for determining whether the current vehicle is in overspeed running according to the current running speed of the vehicle, the current position information of the vehicle, which is obtained by the vehicle speed sensor, and the speed limit rule of the vehicle, which is pre-stored by the storage module, and controlling the accelerator control device and/or the brake control device to work when the vehicle is in overspeed running so as to automatically control the running speed of the vehicle not to exceed the speed limit value appointed by the speed limit rule of the vehicle.
Further, the main controller is further used for judging whether a person or an object exists in the dead zone of the vehicle according to the information detected by the dead zone detection sensor, and controlling the alarm device to send alarm information and controlling the brake control device to work so as to link the brake pedal to brake when the person or the object exists in the dead zone of the vehicle.
Further, the brake control device further comprises a blind area alarm interaction module, wherein the blind area alarm interaction module is connected with the main controller and is used for being operated by a user to cancel current blind area alarm, and when a driver cancels the alarm information through the blind area alarm interaction module, the main controller stops controlling the brake control device to work.
Further, the brake control device further comprises a fatigue alarm interaction module, wherein the fatigue alarm interaction module is connected with the main controller and is used for being operated by a user to cancel current fatigue driving alarm, and when a driver cancels the alarm information through the fatigue alarm interaction module, the main controller stops controlling the brake control device to work.
Further, the mobile terminal also comprises a communication module, wherein the communication module is connected with the main controller and is used for carrying out wireless communication with the mobile terminal.
Further, the ADAS camera is arranged at the central position of the vehicle windshield, and is connected with the main controller through an ADAS extension line. The DMS camera is arranged at the position of the middle console of the vehicle and is connected with the main controller through a DMS extension line.
Further, the main controller is arranged in the main box, an upgrade interface connected with the main controller is arranged on the main box, and the upgrade interface is used for upgrading the main controller.
Further, one or more reserved interfaces connected with the main controller are arranged on the host box, and the reserved interfaces are used for connecting other vehicle safety detection modules to perform function expansion.
The present utility model has an advantageous contribution in that it effectively solves the above-mentioned problems. The vehicle safety control system for dead zone braking and speed limiting is provided with a dead zone detection sensor, a DMS camera, an ADAS camera, a vehicle speed sensor, a positioning module, an alarm device, an accelerator control device, a brake control device and a storage module, wherein the dead zone detection sensor can detect people or objects in a dead zone of a vehicle, the DMS camera can collect behavior data of a driver, the ADAS camera can collect surrounding environment data in the running process of the vehicle, the vehicle speed sensor can obtain the current running speed of the vehicle, the positioning module can obtain the current position information of the vehicle, and the storage module prestores the speed limiting rule of the vehicle, so that the vehicle safety control system can effectively monitor the running state of the vehicle, can alarm through the alarm device when potential danger exists or the vehicle needs to be limited, and can automatically slow down and/or brake through the accelerator control device and/or the brake control device, thereby passively realizing the safety reminding and the active speed reduction/braking safety control functions. In addition, the blind area braking and speed limiting vehicle safety control system is provided with the upgrading interface and the reserved interface, so that a user can conveniently upgrade the main controller and connect other vehicle safety detection modules, such as an overweight detection sensor and the like to perform function expansion, and therefore one set of system can meet the current requirements, and future use requirements can be met through upgrading and expansion, multiple sets of systems are not needed to be carried, cost can be reduced, installation difficulty can be reduced, and convenience in use is improved. The dead zone braking and speed limiting vehicle safety control system has the characteristics of practical function, convenience in use and high safety, and has strong practicability and is suitable for being widely popularized.
[ description of the drawings ]
Fig. 1 is a functional block diagram of the present utility model.
Fig. 2 is another functional block diagram of the present utility model.
Fig. 3 is another functional block diagram of the present utility model.
Fig. 4 is another functional block diagram of the present utility model.
Fig. 5 is a functional block diagram of a master controller.
Fig. 6 is a block diagram of the structure of the blind area detection sensor.
The attached drawings are identified: the system comprises a main controller 10, a blind area detection processing unit 11, an ADAS processing unit 12, a DMS processing unit 13, a speed limiting processing unit 14, a blind area detection sensor 20, a first sensor 21, a second sensor 22, a third sensor 23, a fourth sensor 24, a DMS camera 30, an ADAS camera 40, a vehicle speed sensor 50, a positioning module 60, an alarm device 70, an accelerator control device 80, a brake control device 90, a storage module 100, a blind area alarm interaction module 110, a fatigue alarm interaction module 120, a communication module 130, a mobile terminal 140, a brake pedal 150 and a vehicle accelerator 160.
[ detailed description ] of the utility model
The following examples are further illustrative and supplementary of the present utility model and are not intended to limit the utility model in any way.
As shown in fig. 1, the vehicle safety control system for dead zone braking and speed limiting according to the present utility model includes a main controller 10, a dead zone detection sensor 20, a DMS camera 30, an ADAS camera 40, a vehicle speed sensor 50, a positioning module 60, an alarm device 70, an accelerator control device 80, a brake control device 90, and a storage module 100. Further, as shown in fig. 2 to 5, the system may further include a blind zone alarm interaction module 110, a fatigue alarm interaction module 120, a communication module 130, an upgrade interface and an extension interface.
As shown in fig. 1, the blind zone detection sensor 20 is used to detect people and objects in the blind zone of the vehicle, so that it is convenient for the main controller 10 to determine whether there is a danger in the blind zone. As shown in fig. 2, the blind area detection sensor 20 includes a first sensor 21, a second sensor 22, a third sensor 23, and a fourth sensor 24. The first sensor 21 is provided in front of the vehicle, and is configured to detect a dead zone in front of the vehicle, and is connected to the main controller 10 through a dead zone detection extension line. The second sensor 22 is disposed on the right side of the vehicle, and is configured to detect a dead zone on the right side of the vehicle, and is connected to the main controller 10 through a dead zone detection extension line. The third sensor 23 is disposed at the left side of the vehicle, and is used for detecting a left blind area of the vehicle, and is connected with the main controller 10 through a blind area extension line. The fourth sensor 24 is disposed at the rear of the vehicle, and is configured to detect a rear dead zone of the vehicle, and is connected to the main controller 10 through a dead zone extension line. The first sensor 21, the second sensor 22, the third sensor 23 and the fourth sensor 24 may be known detection sensors, and in this embodiment, an ultrasonic radar is used to detect whether a person or an object enters a blind area and the moving speed of the person or the object. In other embodiments, the first sensor 21, the second sensor 22, the third sensor 23, and the fourth sensor 24 may be other types of detectors, such as infrared sensors, cameras, and the like.
The DMS camera 30 is used for collecting behavior data of the driver, such as collecting data of facial features, eye signals, head movements, etc., so as to facilitate the main controller 10 to analyze whether the driver is currently driving fatigue. As shown in fig. 1, the DMS camera 30 is connected to the main controller 10. In this embodiment, the DMS camera 30 is disposed at a console position in the vehicle, and is connected to the main controller 10 through a DMS extension line.
The ADAS camera 40 is used for collecting the surrounding data during the driving process of the vehicle, so that the main controller 10 can analyze the driving state of the current vehicle, such as the deviation from the lane, the distance from the front vehicle, etc. As shown in fig. 1, the ADAS camera 40 is connected to the main controller 10. In this embodiment, the ADAS camera 40 is disposed at a central position of a windshield of the vehicle, and is connected to the main controller 10 via an ADAS extension line.
As shown in fig. 1, the vehicle speed sensor 50 is used to obtain the current running speed of the vehicle, and is connected to the main controller 10. The vehicle speed sensor 50 may be a known sensor, and the present embodiment is not limited thereto, such as an acceleration sensor, a three-axis sensor, and the like. The vehicle speed sensor 50 may be an element of the vehicle itself for acquiring the current running speed of the vehicle, or may be an external element of the vehicle itself. The vehicle speed sensor 50 is preferably an acceleration sensor that can be fixedly mounted on the vehicle for the convenience of the vehicle's later installation.
As shown in fig. 1, the positioning module 60 is configured to obtain current position information of the vehicle, and is connected to the main controller 10. The positioning module 60 may be a GPS module.
As shown in fig. 1, the storage module 100 pre-stores a vehicle speed limit rule, and the storage module 100 is connected with the main controller 10. The specific content of the vehicle speed limit rule is not limited in this embodiment, and may be set according to needs, and is generally related to the road type, the location where the vehicle is located, and the vehicle type. For example, X high speed Lu Xiansu X KM/H, etc.
As shown in fig. 1, the alarm device 70 is used for sending out alarm information, and is connected with the main controller 10. The alarm device 70 is disposed in the vehicle, and may be a known alarm device 70, for example, the alarm device may send out alarm information by means of voice prompt, or send out alarm information by means of sound and light, or send out alarm information by means of voice prompt and sound and light.
As shown in fig. 1, the throttle control device 80 is configured to control a vehicle throttle 160 to decelerate, and is linked to the vehicle throttle 160. The throttle control device 80 is connected to the main controller 10, and is operable under the control of the main controller 10, so as to be capable of decelerating in conjunction with the vehicle throttle 160 when deceleration is required. The specific structure of the throttle control device 80 may refer to the known technology, and the present embodiment is not limited thereto, for example, it may control the throttle pedal of the vehicle by providing an external mechanical structure, or may be that an electronic device is connected to an electronic control unit of the electronic throttle of the vehicle for linkage. The accelerator control device 80 may be configured such that when the accelerator control device 80 is operated, the driver can not accelerate by stepping on the accelerator 160 pedal of the vehicle, thereby achieving a certain deceleration effect. Further, in some embodiments, the throttle control device 80 may be further configured to slow the throttle pedal up and slow the throttle control device 80 down when it is operating.
As shown in fig. 1, the brake control device 90 is configured to control a brake pedal 150 to perform braking, and is coupled to the brake pedal 150. The brake control device 90 is disposed near the brake pedal 150 and is connected to the main controller 10, and is operable under the control of the main controller 10, so as to be capable of braking in conjunction with the brake pedal 150 when auxiliary braking is required. The specific structure of the brake control device 90 may refer to the known art, and the embodiment is not limited thereto, for example, the embodiment may include a motor, a stay wire, etc., the motor is connected with the stay wire, the stay wire is connected with the brake pedal 150, the motor is connected with the main controller 10, when the brake is needed, the main controller 10 controls the motor to work, and the motor drives the stay wire to pull the brake pedal 150, so that the brake pedal 150 can be slowly pulled down to realize the brake.
The main controller 10 is configured to analyze data collected by the blind zone detection sensor 20, the DMS camera 30, the ADAS camera 40, the vehicle speed sensor 50, and the positioning module 60, so as to determine the current state of the vehicle, and if necessary, control the alarm device 70 to send out alarm information, and control the throttle control device 80 and/or the brake control device 90 to operate so as to perform deceleration or braking.
When the blind area detection sensor 20 detects that a person or an object exists in the blind area of the vehicle, the main controller 10 controls the alarm device 70 to send out alarm information, such as sending out a prompt tone of 'beep' or sending out a prompt tone of 'please notice the blind area', and then controls the brake control device 90 to operate to link the brake pedal 150 to brake, thereby avoiding safety accidents caused by that a driver does not notice the person or the vehicle in the blind area.
When the main controller 10 finds that the driver has tired driving by analyzing the driver behavior data collected by the DMS camera 30, the main controller 10 can control the alarm device 70 to send out alarm information, such as "do not tired driving", "you have long driving, please take a rest" and other prompt tones, and then control the brake control device 90 to work to link the brake pedal 150 to brake.
When the main controller 10 analyzes the surrounding data collected by the ADAS camera 40 to find that there is a potential danger in driving the vehicle, such as the distance between the vehicle and the front vehicle is too close, the vehicle deviates from the lane, there is a collision trend, etc., the main controller 10 can control the alarm device 70 to send out alarm information, such as sending out prompt tones of "please pay attention to the front vehicle distance", "please pay attention to keep the lane", etc., and then control the brake control device 90 to work to link the brake pedal 150 to brake.
The main controller 10 is further configured to determine whether the current vehicle is running at overspeed according to the vehicle speed limit rule pre-stored in the storage module 100, the current position information of the vehicle obtained by the positioning module 60, and the current running speed of the vehicle acquired by the speed sensor, and control the accelerator control device 80 and/or the brake control device 90 to operate when the vehicle is running at overspeed so as to automatically control the running speed of the vehicle not to exceed the speed limit value agreed by the vehicle speed limit rule. For example, when the location module 60 locates that the vehicle is currently located at a site, and the rule related to the vehicle speed limit rule stored in the storage module 100 is the site speed limit 80KM/H, the main controller 10 controls the throttle control 80 or the brake control 90 to operate, so that the highest running speed of the vehicle cannot exceed 80KM/H: if the current running speed does not exceed 80KM/H, the accelerator control device 80 and the brake control device 90 do not work, and the driver can normally step on the accelerator to accelerate; when the acceleration running reaches 80KM/H, the main controller 10 can control the accelerator control device 80 to work, so that the driver cannot accelerate when stepping on the accelerator, and the driving speed cannot exceed 80KM/H; if the current running speed is far more than 80KM/H, the main controller 10 firstly controls the brake control device 90 to brake so as to reduce the speed to 80KM/H, and then controls the throttle control device 80 or the brake control device 90 according to the current running speed of the vehicle so as to ensure that the running speed is not more than 80KM/H.
In this way, the main controller 10 can automatically implement speed limiting by combining the positioning module 60 and the speed sensor 50 with the speed limiting rules of the vehicle pre-stored in the storage module 100, so as to avoid receiving traffic violation tickets or causing potential safety hazards or safety accidents due to overspeed running of the vehicle.
The main controller 10 may be an MCU, and the specific model thereof may be selected according to the need.
In this embodiment, as shown in fig. 5, the main controller 10 includes a blind area detection processing unit 11, an ADAS processing unit 12, a DMS processing unit 13, and a speed limit processing unit 14.
As shown in fig. 5, the blind area detection processing unit 11 is configured to determine whether a person or an object exists in a front blind area, a right blind area, a left blind area, or a rear blind area of the vehicle according to information detected by the blind area detection sensor 20, and is connected to the blind area detection sensor 20, the alarm device 70, and the brake control device 90.
As shown in fig. 5, the ADAS processing unit 12 is configured to analyze whether there is a potential hazard in the vehicle driving according to the surrounding environment data collected by the ADAS camera 40, and is connected to the ADAS camera 40, the alarm device 70 and the brake control device 90.
As shown in fig. 5, the DMS processing unit 13 is configured to determine whether the driver has abnormal driving, such as fatigue driving, driver leaving, and driver answering and calling, and not looking ahead, according to the driver behavior data collected by the DMS camera 30, and is connected to the DMS camera 30, the alarm device 70, and the brake control device 90.
As shown in fig. 5, the speed limit processing unit 14 is configured to analyze whether the vehicle is in need of speed limit according to the current position information, the current running speed and the speed limit rule of the vehicle, and is connected to the speed sensor, the positioning module 60, the storage module 100, the alarm device 70, the throttle control device 80 and the brake control device 90.
The blind area detection processing unit 11, the ADAS processing unit 12, the DMS processing unit 13, and the speed limit processing unit 14 may be known modules or refer to known technologies.
Further, as shown in fig. 2, a dead zone braking and speed limiting vehicle safety control system according to the present utility model may further include a dead zone alarm interaction module 110. The blind area alarm interaction module 110 is connected with the main controller 10, specifically, it is connected with the blind area detection processing unit 11. The blind area alarm interaction module 110 is a key module, such as a solid key, a virtual key, etc. Preferably, the blind area alarm interaction module 110 is preferably a physical button, which is disposed at a position easy to be operated by a driver. The blind area alarm interaction module 110 is used for driver operation, and a user can cancel the blind area alarm signal sent by the alarm device 70 by operating the blind area alarm interaction module 110, so as to respond to the blind area alarm signal, thereby facilitating the main controller 10 to judge whether automatic braking is needed. When the main controller 10 determines that a person or object exists in the dead zone of the vehicle through analysis, the alarm device 70 alarms to remind the driver of the danger in the dead zone of the vehicle. At this time, if the driver does not operate the blind area alarm interaction module 110, the main controller 10 performs automatic control, and then controls the brake control module to work, so as to link the brake pedal 150 to perform braking. If the driver receives the alarm signal sent by the alarm device 70 and then operates the blind area alarm interaction module 110, the main controller 10 stops controlling the brake control device 90 to work, and the vehicle is controlled by the driver. Therefore, the safety accident caused by the fact that a driver does not notice the danger in the blind area can be avoided, the control flexibility can be improved, the driver can conveniently deal with complex situations, and the situation that the actual demand cannot be met due to complete automatic control is avoided.
Further, as shown in fig. 3, a dead zone braking and speed limiting vehicle safety control system of the present utility model may further include a fatigue alarm interaction module 120. The fatigue alarm interaction module 120 is connected to the main controller 10, specifically, to the DMS processing unit 13. The fatigue alarm interaction module 120 is a key module, such as a solid key, a virtual key, etc. Preferably, the fatigue alarm interaction module 120 is preferably a physical button, which is disposed at a position easy to be operated by a driver. The fatigue alarm interaction module 120 is used for driver operation, and a user can cancel the fatigue driving alarm signal sent by the alarm device 70 by operating the fatigue alarm interaction module 120, so as to respond to the fatigue driving alarm signal, so that the main controller 10 can conveniently judge whether automatic braking is needed. When the main controller 10 determines that the driver has a fatigue driving related condition through analysis, the alarm device 70 will alarm to remind the driver not to fatigue driving. At this time, if the driver does not operate the fatigue alarm interaction module 120, the main controller 10 performs automatic control, and controls the brake control module to operate, thereby interlocking the brake pedal 150 to perform braking. If the driver receives the alarm signal sent by the alarm device 70 and then operates the fatigue alarm interaction module 120, the main controller 10 stops controlling the brake control device 90 to work, and the vehicle is controlled by the driver. Because the driver can actively operate the fatigue alarm interaction module 120, the driver still normally consciously knows the fatigue degree which is not reached to the dangerous degree. Therefore, the safety accident caused by the real fatigue driving of the driver can be avoided, the control flexibility can be improved, the driving progress can be prevented from being detected inaccurately or conveniently and independently mastered by the driver, and the situation that the actual demand cannot be met due to complete automatic control is avoided.
Further, as shown in fig. 4, a dead zone braking and speed limiting vehicle safety control system of the present utility model may further include a communication module 130 connected to the main controller 10 for wireless communication with the mobile terminal 140. The communication module 130 is a well-known wireless communication module 130, including but not limited to a bluetooth module, a 3G module, a 4G module, a 5G module, etc. Through the communication module 130, a user can know related information of the running state of the vehicle through the mobile terminal 140, and can conveniently perform remote configuration on system parameters; for example, the current position information of the vehicle may be known, the vehicle travel speed may be known, the vehicle history track may be known, the vehicle speed limit rules may be updated, and the like.
In this embodiment, the main controller 10, the vehicle speed sensor 50, the positioning module 60, and the storage module 100 are disposed in the main box, and other components, such as the blind area detection sensor 20, the DMS camera 30, the ADAS camera 40, the throttle control device 80, and the brake control device 90, are respectively connected to the main controller 10 through extension lines.
In order to facilitate the function upgrade and expansion, an upgrade interface is arranged on the host box. The upgrade interface is connected to the main controller 10, and is used for upgrading the main controller 10. The type of the upgrade interface is not limited, and in this embodiment, a USB interface is selected.
Further, the host box is further provided with one or more reserved interfaces, and the reserved interfaces are connected with the main controller 10 and are used for connecting other vehicle safety detection modules to expand functions of the system. The type of the reserved interface is not limited, and for example, it may be an RS interface, an HDMI interface, a USB interface, etc., which may be specifically set according to needs. Other vehicle security detection modules include, but are not limited to, overload detection modules, and the like.
By arranging the upgrade interface and the reserved interface on the host box, the function of the system can be conveniently expanded according to actual needs in the subsequent use process, so that the wiring installation is facilitated, and the cost of purchasing other systems is reduced.
Although the present utility model has been disclosed by the above embodiments, the scope of the present utility model is not limited thereto, and each of the above components may be replaced with similar or equivalent elements known to those skilled in the art without departing from the spirit of the present utility model.
Claims (10)
1. The utility model provides a dead zone brake and vehicle safety control system of speed limit which characterized in that, it includes:
a main controller (10),
a blind zone detection sensor (20) for detecting a person or an object in a blind zone of the vehicle;
the DMS camera (30) is used for collecting behavior data of a driver;
the ADAS camera (40) is used for collecting surrounding environment data in the running process of the vehicle;
a vehicle speed sensor (50) for acquiring a current running speed of the vehicle;
a positioning module (60) for acquiring current position information of the vehicle;
an alarm device (70) for giving alarm information;
a throttle control device (80) which is linked with the vehicle throttle (160) and is used for controlling the vehicle throttle (160) to decelerate;
the brake control device (90) is linked with a brake pedal (150) of the vehicle and is used for controlling the motion of the brake pedal (150) to brake;
a storage module (100) for pre-storing vehicle speed limit rules;
the blind area detection sensor (20), the DMS camera (30), the ADAS camera (40), the vehicle speed sensor (50), the positioning module (60), the alarm device (70), the accelerator control device (80), the brake control device (90) and the storage module (100) are respectively connected with the main controller (10); the main controller (10) can control the alarm device (70) to send out alarm information, and can control the accelerator control device (80) to work so as to link the vehicle accelerator (160) to slow down and/or control the brake control device (90) to work so as to link the brake pedal (150) to brake.
2. A vehicle safety control system for dead zone braking and speed limiting as set forth in claim 1, wherein,
the blind area detection sensor (20) includes:
the first sensor (21) is arranged in front of the vehicle and is used for detecting a dead zone in front of the vehicle and is connected with the main controller (10) through a dead zone detection extension line;
the second sensor (22) is arranged on the right side of the vehicle and is used for detecting a dead zone on the right side of the vehicle and is connected with the main controller (10) through a dead zone detection extension line;
the third sensor (23) is arranged at the left side of the vehicle and is used for detecting a left blind area of the vehicle and is connected with the main controller (10) through a blind area detection extension line;
and the fourth sensor (24) is arranged at the rear of the vehicle and is used for detecting a dead zone at the rear of the vehicle and is connected with the main controller (10) through a dead zone detection extension line.
3. The vehicle safety control system for braking and limiting speed in the blind area according to claim 1, wherein the main controller (10) is further configured to determine whether the current vehicle is running at overspeed according to the current running speed of the vehicle obtained by the speed sensor (50), the current position information of the vehicle obtained by the positioning module (60) and the speed limiting rule of the vehicle pre-stored in the storage module (100), and to control the accelerator control device (80) and/or the brake control device (90) to operate when the vehicle is running at overspeed so as to automatically control the running speed of the vehicle not to exceed the speed limiting value agreed by the speed limiting rule of the vehicle.
4. A vehicle safety control system for dead zone braking and speed limiting as set forth in claim 1, wherein,
the main controller (10) is also used for judging whether a person or an object exists in the dead zone of the vehicle according to the information detected by the dead zone detection sensor (20), and controlling the alarm device (70) to send alarm information and controlling the brake control device (90) to work so as to link the brake pedal (150) to brake when the person or the object exists in the dead zone of the vehicle.
5. The dead zone brake and speed limit vehicle safety control system of claim 4 further comprising a dead zone alarm interaction module (110), said dead zone alarm interaction module (110) being connected to said master controller (10) for user operation to cancel a current dead zone alarm, said master controller (10) ceasing to control operation of said brake control device (90) when a driver cancels said alarm message via said dead zone alarm interaction module (110).
6. The dead zone braking and speed limiting vehicle safety control system of claim 5, further comprising a fatigue warning interaction module (120), wherein the fatigue warning interaction module (120) is connected to the main controller (10) and is configured to be operated by a user to cancel a current fatigue driving warning, and when a driver cancels the warning information through the fatigue warning interaction module (120), the main controller (10) stops controlling the brake control device (90) to operate.
7. The dead zone brake and speed limit vehicle safety control system of claim 1, further comprising:
and the communication module (130) is connected with the main controller (10) and is used for carrying out wireless communication with the mobile terminal (140).
8. A vehicle safety control system for dead zone braking and speed limiting as set forth in claim 1, wherein,
the ADAS camera (40) is arranged at the central position of the vehicle windshield and is connected with the main controller (10) through an ADAS extension line;
the DMS camera (30) is arranged at the position of the vehicle center console and is connected with the main controller (10) through a DMS extension line.
9. The dead zone braking and speed limiting vehicle safety control system according to claim 1, wherein the main controller (10) is arranged in a main box, and an upgrade interface connected with the main controller (10) is arranged on the main box and is used for upgrading the main controller (10).
10. A dead zone braking and speed limiting vehicle safety control system according to claim 9, characterized in that one or more reserved interfaces connected with the main controller (10) are provided on the main case, and the reserved interfaces are used for connecting with other vehicle safety detection modules to perform function expansion.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202222118983.1U CN219565061U (en) | 2022-08-12 | 2022-08-12 | Vehicle safety control system for dead zone braking and speed limiting |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202222118983.1U CN219565061U (en) | 2022-08-12 | 2022-08-12 | Vehicle safety control system for dead zone braking and speed limiting |
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