201132540 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種車輛控制方法與系統，更詳而言 之，係為一種藉由分析各種車輛狀態資訊以對車輛進行安 全性控制之車輛控制方法與系統。 【先前技術】 隨著社會大眾對行車安全的重視程度日益增加，車輛 製造商也投入越來越多的研發心血在各種用以提昇行車安 •全之電子技術上，例如用以主動偵測車輛與四周障礙物的 距離之電子偵測技術、用以增加駕駛人夜間視角範圍之車 頭燈轉向技術、用以減低駕駛人於事故發生時所遭受的衝 擊之安全氣囊技術，以及用以提昇煞車效率之電子制動技 術等。 而與我們曰常生活最為息息相關的，即為各種用以提 昇煞車效率的電子制動技術，像是煞車輔助系統（Brake • Assist System )與防鎖死煞車系統（Antilock Brake System)，皆已成為現今車輛出薇時的標準配備。以防鎖死 煞車系統為例，由於其可避免車輪發生不當鎖死的情形發 生，因此，駕駛者得以藉由防鎖死煞車系統於緊急剎車的 過程中保持對車輛的操控能力，進而在緊急煞車的減速過 程中同時閃躲前方障礙物，大大提昇了我們的行車安全。 然而，即便現今的車輛大多已配置各種用以提昇煞車 效率的電子制動技術，因車輛無法順利減速或異常發生爆 衝而導致的重大意外事故仍然不斷地在我們的曰常生活中 ]11549 201132540 4生八原因在於，除了因車輛所配置的電子制 於㈣，導致駕駛者無法順利、輕易地執行適當的操作步 驟夕卜，更常見的原因，乃由於車輛的加速踏板及/或減速踏 板發生了犬發性的機械故障，進而導致電子制動系統的益 法順利地發揮其功用。舉例而言，若車輛的油門踏板發生、 ==彈的狀況’駕駛者往往會因過於緊張而無法 f確，作車輛所配備的電子制動技術來進行減速，進而 導致思外事故的發生’造成生命和財產的 =輛控制系統並未去監測各類的車輛狀態資二 斷ΐ輛疋否處於突發狀態或異常狀態，因此無法對車輛進 行女全性控制。另—方面，•每個駕駛人的㈣不同， ，此所發生的車輛異常狀態也不同，若採用固定式（單一判 斷標準）的控制方法難以符合所有人的需求。 ，此’如何提供一種不但可避免車輛因加速踏板及/ 踏板的突發性故障所導致的意外事故，而能有效地 所配置的制動系統的可靠度，且能執行個人化的 ί =全性控制機制之車輛控制方法與系統，實已成為目 •別社W各界所急待解決之課題。 【發明内容】 ，解決達到則述目的及其他目的，本發明提出一種應 1方。、有加速踏板以及減速踏板之車輛中的車辆控制方 、下^釦.（1)感測該加速踏板之控制訊號、該加 ':板之機械位置、該減速踏板之控制訊號、該減速踏板 之於械位置及/或該車輛之行驶狀態資訊；⑺對所感測之 Π1549 4 201132540 該加速踏板之控制訊號、該加速踏板之機械位置、該減速 踏板之控制訊號、該減速踏板之機械位置及/或該車輛之行 駛狀態資訊進行分析，以判斷該車輛之各種運作狀態；以 及（3)依據所判斷之該車輛之各該運作狀態，於預設之自動 操作條件成立時對應地控制該車輛。 於本發明之一實施態樣中，步驟（1)之該車輛之行駛狀 態資訊，係為該車輛之排檔操作命令、緊急煞車控制命令 (EDS)、斷電控制命令(MIS)、自動斷電命令（SK)、手煞車 籲命令、車輛仰角資訊、車速資訊、電力狀態資訊、馬達狀 態資訊、各輪胎之轉速資訊及/或各輪胎間之速差資訊；步 驟(2)之判斷該車輛之各種運作狀態，係指判斷該車輛處於 碰撞、打滑、斷電、加速、減速、上坡、下坡、機械故障、 電子設備故障、電力異常或其他危險發生之狀態；而步驟 (3)之對應地控制該車輛，係指控制該車輛之油門、前後輪 分速分轉、煞車、開/斷電或充電。 φ 其次，本發明亦提供一種至少具有加速踏板、減速踏 板、馬達模組、煞車模組及電力模組之車輛中之車輛控制 系統，包括：訊號感測器，係用以感測該加速踏板及/或該 減速踏板之控制訊號；位置感測器，係用以感測該加速踏 板及/或該減速踏板之機械位置；至少一狀態感測器，係用 以感測該車輛之行駛狀態資訊；以及中央處理器，係對該 訊號感測器所感測出的該加速/減速踏板之控制訊號、該位 置感測器所感測出的該加速/減速踏板之機械位置及/或該 狀態感測器所感測出的該車輛之行驶狀態資訊進行分析， 1]】549 201132540 以判斷該車輛之各種運作狀態，並於預設之自動操作條件 成立時對應地控制該車輛之馬達模組、煞車模組及/或電力 模組。 於本發明之另一實施態樣中，上述之中央處理器係依 據該預設之自動操作條件建立包含感測端訊息、狀態端訊 f及控制端訊息之三方對應關係資訊，其中，該感測端訊 息係為該加速/減速踏板之控制訊號、該位置感測器所感測 出的該加速/減速踏板之機械位置及/或該狀態感測器所感 測出的該車輛之行駛狀㈣訊，該狀態端訊息係為該車輛 之各種運作狀態’而該控制端訊息係為該車輛之馬達模 組、對應地控制該車輛之前後輪分速分轉、煞車模組及/ 或電力模組之操作訊號。 於本發明之再一實施態樣中 ，、〜心谭,，丄地< τ呎屣理器復 括智慧學習模組’係透過智慧型演算法持續分析該車輛 用該預設之自_作條件與該三方對應_資訊進行心 ，效能’並對應地調整該預設之自動操作條件與該三^ 二關係資efi，藉以優化該預設之自動操作條件與該三方j 應關係資訊。㈣智慧學習馳可持續地分㈣車:之$ =者的操作習慣’朗應地前該預設之自賴作條件$ “二转應關係資訊，藉以匹配該使时的操作習慣。/ 綜上所述，本發明之車输制方法與线藉由感㈣ 位兩置ΓίΓΓ純之控制訊號、該加速/減速踏板之顧 4輛之各種行駛‘狀態，並財央處理器對 的。玄控制訊號、該機械位置及該行驶狀態進行交^分 Π1549 6 201132540 析，以判斷該車輛之各種運作狀態，進而依據所判斷出之 各該運作狀態對應地控制該車輛。據此，不但可精確地判 斷出該車輛是否處於異常行駛狀態，更可於該車輛處於異 常行駛狀態時即時地控制該車輛，以避免該車輛發生意外 事故，提昇車輛行駛的安全性。 【實施方式】 以下藉由特定的具體實例說明本發明之實施方式，熟 悉此技藝之人士可由本說明書所揭示之内容輕易地瞭解本 鲁發明之其他優點與功效。 請同時參閱第1A圖及第1B圖，係繪示本發明之應 用於至少具有加速踏板a、減速踏板b、馬達模組c、煞車 模組d及電力模組e之車輛（未圖示）中的車輛控制系統 1，其包括訊號感測器10、位置感測器11、至少一狀態感 測器12，及中央處理器13。 訊號感測器10,係用以感測加速踏板a及/或減速踏 _ 板b之控制訊號，其可例如為霍爾元件等具有電壓、電流 感測能力之感測裝置，而所述之控制訊號，則可為電壓輸 出訊號、電流輸出訊號或回饋確認訊號等。 位置感測器11，係用以感測加速踏板a及/或減速踏 板b之機械位置，其可例如為光源影像辨識裝置等具有影 像位置辨識能力之感測裝置，而所述之機械位置，可藉由 分析而判斷加速踏板a或減速踏板b之作動比例。舉例而 言，依據加速踏板a或減速踏板b的機械位置可得知其作 動比例為“踩下80%/返回20%”。而於本實施例中，位置 7 111549 201132540 感測器11可連接紅外線裝置f、g或其他霍爾元件，藉此 清楚辨識出加速踏板a及/或減速踏板b之機械位置。 狀態感測器12,係用以感測該車輛之行駛狀態資訊， 例如’用以感測車輛之行駛速度的速度感測器，用以感測 車輛之緊急停止裝置所接收到的作動指令之指令感測器， 用以感測車輛的馬達模組之運轉狀態的馬達感測器等。因 此，本實施例中的車輛之行駛狀態資訊，係可為車輛之排 檔操作命令、緊急煞車控制命令（EDS)、斷電控制命令 (MIS)、自動斷電命令（SK)、手煞車命令、車輛仰角資訊、 f速資訊、電力狀態資訊、馬達狀態資訊、各輪胎之轉速 資訊、各輪胎社速差資訊、f彡像顺f訊及/或與車輛安 全性相關的各種資訊。 中央處理盗13，係對訊號感測器1〇所感測出的加速 踏板a/減速踏板b之控制訊號、位置感測器所感測出的 该力^踏板a/減速踏板b之機械位置，及/或狀態感測器 所感測出的該車柄之行駛狀㈣訊進行分析，以判斷出 輛之各種運作狀態，爾後，中央處理器 =乍條件成峰即時地、對應地發出控制= 達杈組C、煞車模組⑼或電力模組e。於一 ==處理器13可依據車輛之各種運作狀態調 駕陵者臉^ 7。編°，當車、輛透過影像辯識裝置取得 身=者_恐的表情時，處 防紫模紐4提昇本二f乍頻率及/或啟動預傷 車輛控制乐統的整體反應效 Π1549 8 201132540 率。舉例而言，當車輛在遭遇碰撞時，中央處理器13可加 快自身的運作時脈且同時啟動預備的雷達偵測模組，使該 " 車輛對四面八方的物體進行快速偵測，並對應地執行車輛 防撞或迴避操作。而由於加快中央處理器13的運作時脈以 及啟動該雷達偵測模組會增加整體車輛系統的耗電與可用 資源，因此只有在非常緊急的狀況發生時才會執行。 於本實施例中，中央處理器13所判斷出的車輛之各 種運作狀態，係指判斷出該車輛是否處於碰撞、打滑、斷 籲電、加速、減速、上坡、下坡、機械故障、電子設備故障、 電力異常或其他危險發生之狀態，爾後，中央處理器13 則對應地控制該車輛之馬達模組c進行加速或減速，對應 地控制該車輛之煞車模組d進行煞車（包括馬達煞車或油 門煞車），對應地控制該車輛之前後輪分速分轉（例如緊急 狀況下的車輛自動甩尾控制），及/或對應地控制該車輛之 電力模組e進行開/斷電或充電。再者，前述之中央處理器 $ 13對所感測之加速踏板a/減速踏板b之控制訊號或機械位 置進行分析，可用以取得駕駛者踩踏加速踏板a/減速踏板 b之頻率或幅度，以將加速踏板a/減速踏板b之頻率、幅 度與控制訊號進行交叉比對，進而判斷出該車輛是否處於 機械故障之狀態。較佳地，更可於特定的時間内，分析出 駕駛人令車輛之加速踏板a/減速踏板b的作動比例滿足一 定的作動比例之次數。舉例而言，可分析出駕駛者於1秒 踩踏加速踏板a的前進比例超過30%的次數。另外，於本 發明之其他實施例中，加速踏板a/減速踏板b亦可為把手 9 ]11549 201132540 或推桿，惟此乃本領域技術人員所皆知，故不在贅述。 其次，中央處理器13復可依據所述之預設之自動操 作條件建立包含感測端訊息、狀態端訊息及控制端訊息之 —方對應關係資§孔，而該二方對應關係資訊，係可儲存於 車輛控制系統1的記憶體（未圖示）+。再者，所述的感 測端訊息，係指訊號感測g 10感測出之加速踏板a/減速 踏板b之控制訊號、位置感測器n所感測出的加速踏板 V減速踏板b之機械位置，及/或狀態感測器12所感測出 的車輛之行駛狀態資訊。且所述的狀態端訊息，係指車輛 之各種運作狀態’而所謂的控制端訊息，則指車輛之馬達 模組C、煞車模組d及/或電力模組e之操作訊號。 另外’中央處理ϋ 13更可包括智慧學習模組（未圖 =以透過智慧型演算法持續分析該車輛套㈣預設之自 動#作條件與該三方對應關係資訊進行控制之效能， 應地調整該預設之自動操作條件. Μ ^ ^ 以次一刀對應關係貧訊， 自動操作條件與該三方對應關係資訊。 於出廠時即建置完成的統一規袼值，但大多車 2 :二格值，往往卻無法適用於與現實的複雜使用2 中，因此’透過智慧學習模組持續地分析該車 = 的操作習慣，即可依據❹者的 改前述的預設之自動操作條地輕、修 容、分析比重虚對鮮m :r 對應關係資訊的内 匹配車輛之使用者的择 H死1可 作白^，自動地達到因地制宜的效 1Π549 )0 201132540 果。 於一具體實施態樣中，中央處理器13可針對訊號感 測器10所感測出的加速踏板a之控制訊號（電壓輸出訊 號、電流輸出訊號與回饋確認訊號）、位置感測器11所感 測出的減速踏板b之機械位置，以及狀態感測器12所感測 出的車輛之行駛速度進行交叉分析，以判斷出車輛是否處 於異常行駛狀態，而當中央處理器13藉由分析並判斷出車 輛係處於異常行駛狀態時，遂可即時地驅使車輛進行階段 _性的減速，以達成煞車，避免後方來車發生追撞。 舉例而言，若車輛控制系統1藉由訊號感測器10感 測出車輛之加速踏板a具有正常的電壓輸出訊號與回饋確 認訊號、藉由狀態感測器12感測出車輛的行車速度為 80km/hr，但卻同時藉由位置感測器11感測到車輛之減速 踏板b之作動比例已前進超過80%，此時，中央處理器13 即可判斷出該車輛處於異常行駛狀態中，遂即時地啟動該 φ 車輛之煞車模組d (例如煞車盤、煞車輔助系統、防鎖死 煞車系統等），以令該車輛進行階段性減速，例如先將行車 速度從80km/hr逐步降至40km/hr，再逐步降至0 km/hr， 進而達成煞車。據此，不但可減低意外事故的發生機率， 更可避免駕駛者因過於驚慌而無法正確操作車輛之制動系 統，有效提昇了車輛的制動系統的可靠度。另外，中央處 理器13亦可藉由強行控制馬達模組c之轉速、轉向及/或 輸出電能等方式，來令車輛進行階段性減速，俾達成煞車。 請再參閱第2圖，並請同時參閱第]A、]B圖，以清 11 111549 201132540 楚說明本發明之應用於至少具有加速踏板a以及減速踏板 b之車輛中之車輛控制方法的步驟流程。 於步驟S21中，係感測加速踏板a之控制訊號、加速 踏板a之機械位置、減速踏板b之控制訊號、減速踏板b 之機械位置，及/或車輛之行駛狀態資訊，接著進至步驟 S22。於本實施例中，所述之車輛之行駛狀態資訊，係為 車輛之排檔操作命令、緊急煞車控制命令（EDS)、斷電控 制命令(MIS)、自動斷電命令（SK)、車速資訊、電力狀態資 訊、馬達狀態資訊、各輪胎之轉速資訊及/或各輪胎間之速 差資訊等資訊，而控制訊號係可為電壓輸出訊號、電流輸 出訊號、或回饋確認訊號。 於步驟S22中，係對所感測之加速踏板a之控制訊 號、加速踏板a之機械位置、減速踏板b之控制訊號、減 速踏板b之機械位置，及/或該車輛之行駛狀態資訊進行分 析，以判斷該車輛之各種運作狀態，接著進至步驟S23。 於本實施例中，判斷該車輛之各種運作狀態，係指判斷出 車輛是否處於碰撞、打滑、斷電、加速、減速、上坡、下 坡、機械故障、電子設備故障、電力異常或其他危險發生 之狀態中。再者，對所感測之加速踏板a/減速踏板b之控 制訊號或機械位置進行分析，可取得該車輛之使用者踩踏 加速踏板a/減速踏板b之頻率或幅度，以將加速踏板a/減 速踏板b之頻率或幅度與加速踏板a/減速踏板b之控制訊 號進行交叉性比對，進而判斷出該車輛是否處於前述的機 械故障或電子設備故障之狀態中。 12 111549 201132540 於步驟S23中，.係依據所判斷出的車輛之各該運作狀 態，於預設之自動操作條件成立時對應地控制該車輛。於 本實施例中，對應地控制該車輛，係指控制該車輛之油門、 煞車、開/斷電或充電。 請再參閱第3圖及第1A、1B圖，以清楚說明本發明 之應用於具有加速踏板及減速踏板的車輛控制方法之一具 體貫施癌樣的步驟流程。 於步驟S31中，係可同時感測加速踏板a之控制訊號 •(電壓輸出訊號、電流輸出訊號與回饋確認訊號），減速踏 板b之機械位置（用以判斷作動比例），以及車輛之行駛速 度，接著進至步驟S32。 於步驟S32中，係針對所感測出的加速踏板a之控制 訊號、減速踏板b之機械位置，以及車輛之行駛速度進行 交叉性分析，以判斷該車輛是否處於異常行駛狀態，而若 判斷出車輛係處於異常行駛狀態時，則進至步驟S33，若 _ 判斷出車輛係非處於異常行使狀態時，則再次執行步驟 S31° 於步驟S33中，係可驅使車輛進行減速，以達成煞車。 舉例而言，可藉由控制該車輛之馬達模組及/或制動系統， 以令車輛經由階段性之方式進行減速，俾達成煞車，亦或 是可透過自動控制機制達到駕駛人的運作意圖。 實際實施時，執行步驟S31時，復可一併感測加速踏 板a之機械位置、減速踏板b之控制訊號、車輛之緊急停 止裝置所接收到之作動指令，以及車輛之馬達模組c之運 111549 201132540 轉狀態。因此，當執行步驟S32時，更可一併對所感測出 的加速踏板a之機械位置、減速踏板b之控制訊號、車輛 之緊急停止裝置所接收到之作動指令，以及車輛之馬達模 組c之運轉狀態進行交叉性分析，藉此進一步更為精確地 判斷出車輛是否處於異常行駛狀態中。舉例而言，若感測 到車輛之行車速度為1 〇〇km/hr、緊急停止裝置接收到駕駛 者輸入之緊急斷電指令、減速踏板b有正常的控制訊號， 但卻沒有感測到加速踏板a具有正常的控制訊號，即可判 斷出車輛處於異常行駛狀態中。 再者，執行步驟S32時，復可一併分析出加速踏板a 及/或減速踏板b之使用頻率，例如可分析出駕駛者於一定 的時間（例如1秒）内令加速踏板a及/或減速踏板b之作 動比例滿足預設的範圍（例如“踩下80%”、“踩下30%” 等）之次數，因此，更可一併利用所分析出之加速踏板a 及/或減速踏板b的使用頻率進行分析與判斷。舉例而言， 若分析出駕駛者於特定的時間（例如1秒）内多次令車輛 之減速踏板（例如煞車踏板等）的前進幅度超過預定的範 圍（例如30%、80%等），但車輛之行車速度卻仍然持續 增加中，即可判斷出車輛處於異常行駛狀態，此時，即可 藉由控制車輛之煞車模組d及/或馬達模組c，俾可達成煞 車。另外，若分析出於特定的時間駕駛者多次令車輛之加 速踏板a的前進幅度超過預定的範圍，但車輛之車速卻仍 然持續下降，則可判斷出車輛非常有可能處於異常熄火的 狀態中，此時，可先自動地重新啟動車輛之電力模組e， 川549 201132540 以令車輛可繼續向前行駛，避免發生後方的來車追撞的情 .形，爾後’復可再藉由控制車輛之馬達模組c/或煞車模組 d令車輛進行階段性減速’以令車柄得以糊地停靠在安 全的地點，⑽行相_檢修，進—步提昇行車安全。 睛參閱第4圖，係本發明之車輛控制系統中該中央處 -理器，立之三方對應關係資訊的示意圖。如圖所示，令央 處理器可域該預設之自動操作條件（即平f由駕驶者自 =制車輛’而於緊急狀況發生時由中央處理器介入控制 山^成立條件）建立包含感測端訊息、狀態端訊息及控制 ，《三方對應關係資訊。感測端訊息包含加速，減速踏 反之控制訊號、加速/減速踏板之機械位置、咖、娜、 然還可包含由狀態感測器所感測出的該車輛 種㈣灯駛狀態資訊。關係表中以ON、OFF、％、 ^來^不各類資訊的内容（當,然尚可包括各種數值方法來 =如頻率、強度、幅度、電麗、電流等之計量單位)。狀 恶知讯息為車輛之各種運作 當然還可舍A細乂 含打滑、斷電、故障， 一士 3〆、乐心'狀況。關係表中以YES或NO來表 不5亥緊急狀況是否發生。而控制、 2 :!、煞車模組及電力模組之操作訊號V二及二馬3 =含例如前述中央處理器的運作時脈或操:據 此，‘中央處理器建立此種 虞 何車细夕〜“ 種對I關如貝汛後，即可處理任 之4H以提昇車輛操作之安全性。 於一較佳態樣中，該中 。― 組。上述之-方料广處Μ包括智慧學習模 k之二方對應關係資訊及自動操作條件必須不斷的 ΠΙ549 15 201132540 曾ίf到取佳化的效能。因此’本發明利用例如模 如4、轉經演算法、基因演算法、數值分析法等等 之智慧學習演算法持續分析車輛套㈣'三方對應關係資訊 自動‘作條件的輸人及輸出結果，因此能不斷調整各類 明達到最優化的控制效能。如第411所示，智 慧子客/寅开法可不斷調整狀態端訊息的判斷臨界點（即 YES或NO的臨界點），或調整控制端訊息的數值w、％ 及V3(即緊急狀況發生時’中央處理器如何給出各模 控制訊號值）。 另方面，上述之智慧學習模組尚可持續地分析該車 輛之使用者的操作fff，並對應地難該預設之自動操作 ^件與該三方對應關係資訊’藉以匹配該使用者的操作習 1"貝。例如’智慧學f模組可持續判_定使用者踩下加速/ 減速踏版的幅度，㈣應調整上述的作動比例。因為，同 樣是把加速/減速踏版踩到底，力氣A的使用者與力氣小的 ❹者踩狀的幅度會有些微差距，也就是說，如果沒有 本發明之機制來調整刊❹者使⑽版時其機械位置與 L制況號的對應關係’則力氣小的使用者可能永遠不會發 生“踩下100%”的作動比例’因為踩到底可能只會發生“踩 下97%”的作動比例。這時，智慧、學習模組可將“踩下w %”的作tn匕例視為輸出100%控制訊號，並對應調其他判 斷級距(如將“踩下49%”視為輸出戰控制訊號），以進一 步提昇車輛的安全性。 在此需進一步特別說明的是，本發明之車輛控制方法 111549 201132540 與系統更可應用於具有複合式電池、氣體應用裝置、以及 能源管理系統之電動車（未圖示）中，其中，該複合式電 池可用以產生電能及氫氣供電動車使用、該氣體應用裝置 可用以接收、儲存該複合式電池所產生之氫氣，而該能源 管理系統則可用以對該複合式電池及氣體應用裝置進行相 關的調整與控制。例如，當本發明應用於具有複合式電池 • 及蓄電池之電動車時，該中央處理器可依據車輛之各種運 作狀態對應地控制複合式電池開啟/關閉運作以提供/消除 籲電動車之動力或對應地控制該複合式電池對該蓄電池進行 充電。詳言之，電動車中之蓄電池係用以供應例如車窗、 儀表版、車燈、行車電腦等裝置之電力需求，而複合式電 池係用以供應電動車之動力輸出（馬達），而透過本發明之 車輛控制方法與系統，能夠使該複合式電池具備最優化的 使用效能。 因此，若本發明之車輛控制方法與系統判斷出該電動 Φ 車處於異常行駛狀態中，則可於驅使該電動車輛進行階段 性減速的同時，透過連結至該能源管理系統來調整、控制 該複合式電池及該氣體應用裝置。舉例而言，可先停止將 該複合式電池所產生的電能供應給該電動車之動力裝置 (例如馬達模組），以進一步令該電動車進行減速，同時， 亦可令該氣體應用裝置持續進行收集該複合式電池所產生 之氫氣，避免能源造成浪費。 综上所述，本發明之車輛控制方法與系統，除了可感 測車輛之行駛速度外，復可同時感測加速踏板之輸出訊 17 111549 201132540 號、輸入訊號與機械位置，以及減速踏板之輸出訊號、輸 入訊號與機械位置，再者，藉由針對所感測出之輸出訊號、 輸入訊號、機械位置以及行駛速度進行綜合分析，即可精 確地判斷出該車輛是否處於異常行駛狀態，而當判斷出該 車輛處於異常行駛狀態時，更可驅使該車輛進行階段性減 速，俾達成煞車，提昇了車輛的制動系統的可靠度，也減 低了車輛發生意外事故的機率。簡言之，本發明係以監測 為基礎並辅以前述之三方對應關係資訊選擇性且智慧性地 對車輛進行控制，藉以保護駕駛人與乘客的安全。 上述實施型態僅例示性說明本發明之原理及其功 效，而非用於限制本發明。任何熟習此項技藝之人士均可 在不違背本發明之精神及範疇下，對上述實施例進行修飾 與改變。因此，本發明之權利保護範圍，應如後述之申請 專利範圍所列。 【圖式簡單說明】 第1A圖係本發明之車輛控制系統之系統架構圖.； 第1B圖係第1A圖之車輛控制系統之應用示意圖； 第2圖係本發明之車輛控制方法之一步驟流程圖； 第3圖係本發明之車輛控制方法之另一步驟流程圖； 以及 第4圖係本發明之車輛控制系統中該中央處理器建立 之三方對應關係資訊的示意圖。 【主要元件符號說明】 1 車輛控制系統 201132540 10 訊號感測器 11 位置感測器 12 狀態感測器 13 中央處理器 a 加速踏板 b 減速踏板 c 馬達模組 d 煞車模組 e 電力模組 f、g 紅外線裝置 S21〜S23 、 S31〜S33 步驟201132540 VI. Description of the Invention: [Technical Field] The present invention relates to a vehicle control method and system, and more particularly to a vehicle control for safety control of vehicles by analyzing various vehicle status information Method and system. [Prior Art] As the public pays more and more attention to driving safety, vehicle manufacturers are also investing more and more in research and development in various electronic technologies for improving driving safety, such as actively detecting vehicles. Electronic detection technology for distance from surrounding obstacles, headlight steering technology to increase the driver's nighttime viewing range, airbag technology to reduce the impact of the driver in the event of an accident, and to improve braking efficiency Electronic brake technology, etc. And the most relevant to our daily life, namely, the various electronic brake technologies used to improve the efficiency of braking, such as the Brake • Assist System and the Antilock Brake System, have become today Standard equipment when the vehicle is out. In the case of the anti-lock brake system, since it can prevent the improper lock of the wheel, the driver can maintain the control ability of the vehicle during the emergency braking by the anti-lock brake system, and then in an emergency During the deceleration process of the brakes, the obstacles in front were flashed at the same time, which greatly improved our driving safety. However, even though most of today's vehicles have been equipped with various electronic brake technologies to improve the efficiency of braking, major accidents caused by the inability of the vehicle to slow down or abnormally burst are still in our normal life]11549 201132540 4 The reason is that, except for the electronic system (4) configured by the vehicle, the driver cannot perform the appropriate operation steps smoothly and easily. The more common reason is that the accelerator pedal and/or the deceleration pedal of the vehicle have occurred. Canine mechanical failure, which in turn leads to the benefits of the electronic brake system. For example, if the accelerator pedal of the vehicle occurs, == the condition of the bomb, the driver will often be too nervous to be sure, and the electronic brake technology equipped with the vehicle will be used to decelerate, which will lead to the occurrence of an accident. The control system of life and property does not monitor the various types of vehicle status. The vehicle is in a state of sudden or abnormal state, so it is impossible to control the vehicle. On the other hand, • each driver's (four) is different, and the abnormal state of the vehicle is different. If the fixed (single judgment standard) control method is used, it is difficult to meet the needs of all. , 'How to provide a reliable braking system that can not only avoid accidents caused by sudden failure of the accelerator pedal and / pedal, but also can perform personalized ί = fullness The vehicle control method and system of the control mechanism has become an urgent problem to be solved by the W. SUMMARY OF THE INVENTION The present invention proposes a one-party solution to achieve the stated purpose and other objects. The vehicle control side and the lower button in the vehicle with the accelerator pedal and the deceleration pedal. (1) sensing the control signal of the accelerator pedal, the mechanical position of the adding plate: the control signal of the deceleration pedal, and the deceleration Information on the position of the pedal and/or the driving status of the vehicle; (7) The sensing signal of the accelerator 1549 4 201132540 The control signal of the accelerator pedal, the mechanical position of the accelerator pedal, the control signal of the deceleration pedal, and the mechanical position of the deceleration pedal And/or the driving state information of the vehicle is analyzed to determine various operating states of the vehicle; and (3) according to the determined operational state of the vehicle, correspondingly controlling when the preset automatic operating condition is established vehicle. In an embodiment of the present invention, the driving state information of the vehicle in the step (1) is a gear operation command of the vehicle, an emergency braking control command (EDS), a power failure control command (MIS), and an automatic power failure. Command (SK), handcuffs command, vehicle elevation information, vehicle speed information, power status information, motor status information, speed information of each tire and/or speed difference information between tires; step (2) judges the vehicle The various operational states refer to the state in which the vehicle is in collision, slip, power failure, acceleration, deceleration, uphill, downhill, mechanical failure, electronic equipment failure, power abnormality or other danger; and the corresponding step (3) Controlling the vehicle in situ means controlling the throttle of the vehicle, splitting the front and rear wheels, braking, turning on/off or charging. φ Secondly, the present invention also provides a vehicle control system in a vehicle having at least an accelerator pedal, a deceleration pedal, a motor module, a brake module and a power module, comprising: a signal sensor for sensing the accelerator pedal And/or a control signal of the deceleration pedal; a position sensor for sensing a mechanical position of the accelerator pedal and/or the deceleration pedal; at least one state sensor for sensing a driving state of the vehicle And a central processing unit, wherein the control signal of the acceleration/deceleration pedal sensed by the signal sensor, the mechanical position of the acceleration/deceleration pedal sensed by the position sensor, and/or the sense of the state The vehicle's driving status information sensed by the detector is analyzed, 1] 549 201132540 to determine various operating states of the vehicle, and correspondingly control the motor module and brake of the vehicle when the preset automatic operating condition is established. Module and / or power module. In another embodiment of the present invention, the central processing unit establishes a three-party correspondence relationship information including a sensing end message, a status terminal message f, and a control terminal message according to the preset automatic operation condition, wherein the sense is The terminal information is the control signal of the acceleration/deceleration pedal, the mechanical position of the acceleration/deceleration pedal sensed by the position sensor, and/or the driving state of the vehicle sensed by the state sensor (4) The status end message is the various operating states of the vehicle' and the control end message is the motor module of the vehicle, correspondingly controlling the front and rear wheel speed splitting, braking module and/or power module of the vehicle. Operation signal. In still another embodiment of the present invention, the ～ 心 , 丄 丄 & & 呎屣 呎屣 复 复 复 复 复 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 呎屣 持续 持续The condition corresponds to the three parties _ information to perform the heart, the performance 'and correspondingly adjusts the preset automatic operation condition and the three-two relationship efi, thereby optimizing the preset automatic operation condition and the three-party j relationship information. (4) Wisdom learning and sustainable division (4) Car: The operating habit of the $= person's pre-requisites for the pre-determination of the pre-requisites. "Two-way relationship information, in order to match the operational habits of the time." As described above, the vehicle transmission method and the line of the present invention are controlled by the (four) position, the pure control signal, the acceleration/deceleration pedal, and the four driving modes of the vehicle, and the financial processor pair. The control signal, the mechanical position and the driving state are analyzed and analyzed to determine various operating states of the vehicle, and the vehicle is controlled correspondingly according to the determined operating states. It is determined whether the vehicle is in an abnormal driving state, and the vehicle can be controlled immediately when the vehicle is in an abnormal driving state, so as to avoid an accident of the vehicle and improve the safety of driving the vehicle. The specific embodiments of the present invention are described by those skilled in the art, and other advantages and effects of the present invention can be easily understood by the disclosure of the present disclosure. Referring to FIGS. 1A and 1B, the present invention is applied to a vehicle (not shown) having at least an accelerator pedal a, a deceleration pedal b, a motor module c, a brake module d, and a power module e. The vehicle control system 1 includes a signal sensor 10, a position sensor 11, at least one state sensor 12, and a central processing unit 13. The signal sensor 10 is configured to sense the accelerator pedal a and / Or the deceleration step _ board b control signal, which can be, for example, a sensing device having a voltage and current sensing capability, such as a Hall element, and the control signal can be a voltage output signal, a current output signal, or a feedback confirmation. a position sensor 11 for sensing the mechanical position of the accelerator pedal a and/or the deceleration pedal b, which may be, for example, a sensing device having an image position recognition capability such as a light source image recognition device, and the like The mechanical position can be determined by analysis to determine the actuation ratio of the accelerator pedal a or the deceleration pedal b. For example, according to the mechanical position of the accelerator pedal a or the deceleration pedal b, the actuation ratio can be known as “depressing 80%/returning 20”. %". In this embodiment Medium, position 7 111549 201132540 The sensor 11 can be connected to the infrared device f, g or other Hall element, thereby clearly recognizing the mechanical position of the accelerator pedal a and/or the deceleration pedal b. The state sensor 12 is used to Sensing the driving state information of the vehicle, for example, a speed sensor for sensing the traveling speed of the vehicle, and an instruction sensor for sensing an actuation command received by the emergency stop device of the vehicle for sensing The motor sensor of the operating state of the motor module of the vehicle, etc. Therefore, the driving state information of the vehicle in this embodiment may be a gear shift operation command of the vehicle, an emergency braking control command (EDS), and a power-off control command ( MIS), automatic power off command (SK), hand brake command, vehicle elevation information, f speed information, power status information, motor status information, speed information of each tire, speed information of each tire, f And/or various information related to vehicle safety. The central processing thief 13 is a control signal of the accelerator pedal a/deceleration pedal b sensed by the signal sensor 1 、, the mechanical position sensed by the position sensor, the pedal a / the deceleration pedal b, and / or the state of the sensor sensed by the state of the handle (four) signal analysis to determine the various operating conditions of the vehicle, then, the central processor = 乍 condition into a peak immediately, correspondingly issued control = Daxie Group C, brake module (9) or power module e. In a == processor 13 can adjust the driver's face ^ 7 according to the various operating conditions of the vehicle. Edit °, when the car, the vehicle through the image identification device to obtain the body = the _ fear of the expression, the defense against the purple mold New 4 to enhance the frequency of the second and / or start the pre-injury vehicle control system overall response 1549 8 201132540 rate. For example, when the vehicle encounters a collision, the central processing unit 13 can speed up its own operating clock and simultaneously activate the prepared radar detection module, so that the vehicle can quickly detect objects in all directions, and correspondingly Perform vehicle collision avoidance or avoidance operations. Since speeding up the operation of the central processing unit 13 and starting the radar detection module increase the power consumption and available resources of the overall vehicle system, it is only executed when a very urgent situation occurs. In this embodiment, the various operating states of the vehicle determined by the central processing unit 13 determine whether the vehicle is in collision, slipping, breaking power, acceleration, deceleration, uphill, downhill, mechanical failure, electronics. After the equipment failure, power abnormality or other dangerous state occurs, the central processing unit 13 correspondingly controls the motor module c of the vehicle to accelerate or decelerate, and correspondingly controls the braking module d of the vehicle to perform braking (including motor braking). Or throttle brake), correspondingly controlling the front wheel split speed split (for example, automatic tail control of the vehicle in an emergency situation), and/or correspondingly controlling the power module e of the vehicle to perform power on/off or charging . Furthermore, the aforementioned central processing unit $13 analyzes the sensed signal or mechanical position of the sensed accelerator pedal a/deceleration pedal b, and can be used to obtain the frequency or amplitude of the accelerator pedal a/deceleration pedal b that the driver steps on. The frequency and amplitude of the accelerator pedal a/deceleration pedal b are cross-checked with the control signal to determine whether the vehicle is in a state of mechanical failure. Preferably, the number of times the driver's actuation ratio of the accelerator pedal a/deceleration pedal b of the vehicle satisfies a certain actuation ratio is analyzed in a specific time. For example, the number of times the driver has stepped on the accelerator pedal a by more than 30% in one second can be analyzed. In addition, in other embodiments of the present invention, the accelerator pedal a/deceleration pedal b may also be a handle 9] 11549 201132540 or a push rod, which is well known to those skilled in the art and therefore will not be described. Secondly, the central processing unit 13 can establish a corresponding relationship between the sensing end message, the status end message and the control end message according to the preset automatic operating condition, and the two-party correspondence information is It can be stored in the memory (not shown) + of the vehicle control system 1. Furthermore, the sensing end information refers to the control signal of the accelerator pedal a/deceleration pedal b sensed by the signal sensing g 10 and the mechanism of the accelerator pedal V deceleration pedal b sensed by the position sensor n The location, and/or the state of travel information sensed by the state sensor 12 is sensed. The status terminal message refers to various operating states of the vehicle. The so-called control terminal message refers to the operation signals of the motor module C, the brake module d and/or the power module e of the vehicle. In addition, the 'Central Processing ϋ 13 can include a smart learning module (not shown = continuously analyzing the vehicle set (4) through the intelligent algorithm to automatically control the performance of the condition and the information of the three-party correspondence, and adjust the performance accordingly. The preset automatic operation condition. Μ ^ ^ The correspondence between the first-knife correspondence and the automatic operation condition and the corresponding information of the three parties. The unified regulation value is established at the factory, but most cars 2: two grid values Often, it can't be applied to the complex use of reality 2, so 'through the smart learning module to continuously analyze the operating habits of the car =, you can change the above-mentioned preset automatic operation strip light and repair according to the latter. The ratio of the capacity and the proportion of the analysis to the fresh m:r corresponds to the information of the user of the matching vehicle. The choice of H can be used as white ^, automatically achieve the effect of local conditions 1 Π 549 ) 0 201132540 fruit. In a specific implementation, the central processing unit 13 can sense the control signals (voltage output signals, current output signals, and feedback confirmation signals) of the accelerator pedal 301 sensed by the signal sensor 10, and the position sensor 11 senses The mechanical position of the deceleration pedal b and the traveling speed of the vehicle sensed by the state sensor 12 are cross-analyzed to determine whether the vehicle is in an abnormal driving state, and when the central processing unit 13 analyzes and determines the vehicle When the vehicle is in an abnormal driving state, the vehicle can immediately drive the vehicle to perform a stage-synchronous deceleration to achieve a braking and avoid collision at the rear. For example, if the vehicle control system 1 senses that the accelerator pedal a of the vehicle has a normal voltage output signal and a feedback confirmation signal, the state sensor 12 senses the driving speed of the vehicle. 80km/hr, but at the same time, the position sensor 11 senses that the actuation ratio of the deceleration pedal b of the vehicle has advanced by more than 80%. At this time, the central processing unit 13 can determine that the vehicle is in an abnormal driving state.遂 Instantly start the brake module d of the φ vehicle (for example, brake disc, brake assist system, anti-lock brake system, etc.) to delay the vehicle, for example, gradually reduce the driving speed from 80km/hr 40km / hr, and then gradually reduced to 0 km / hr, and then reached the brakes. According to this, not only can the accident probability be reduced, but also the driver can not operate the braking system of the vehicle due to excessive panic, which effectively improves the reliability of the vehicle's braking system. In addition, the central processor 13 can also cause the vehicle to decelerate in stages by forcibly controlling the rotational speed, steering, and/or output of the motor module c, thereby achieving a brake. Please refer to FIG. 2 again, and please refer to FIG. A, FIG. B at the same time, and the flow chart of the step of applying the vehicle control method in the vehicle having at least the accelerator pedal a and the deceleration pedal b according to the present invention will be described with reference to 11 111549 201132540. . In step S21, the control signal of the accelerator pedal a, the mechanical position of the accelerator pedal a, the control signal of the deceleration pedal b, the mechanical position of the deceleration pedal b, and/or the driving state information of the vehicle are sensed, and then proceeds to step S22. . In this embodiment, the driving state information of the vehicle is a vehicle gear operation command, an emergency braking control command (EDS), a power failure control command (MIS), an automatic power off command (SK), and a vehicle speed information. Information such as power status information, motor status information, speed information of each tire, and/or speed difference information between tires, and the control signal can be a voltage output signal, a current output signal, or a feedback confirmation signal. In step S22, the control signal of the sensed accelerator pedal a, the mechanical position of the accelerator pedal a, the control signal of the deceleration pedal b, the mechanical position of the deceleration pedal b, and/or the driving state information of the vehicle are analyzed. In order to judge various operational states of the vehicle, the process proceeds to step S23. In this embodiment, determining various operating states of the vehicle means determining whether the vehicle is in collision, slipping, power off, acceleration, deceleration, uphill, downhill, mechanical failure, electronic equipment failure, power abnormality or other dangers. In the state of occurrence. Furthermore, by analyzing the sensed signal or mechanical position of the sensed accelerator pedal a/deceleration pedal b, the frequency or amplitude of the accelerator pedal a/deceleration pedal b of the user of the vehicle can be obtained to accelerate the accelerator pedal a/deceleration The frequency or amplitude of the pedal b is cross-checked with the control signal of the accelerator pedal a/deceleration pedal b to determine whether the vehicle is in the state of the aforementioned mechanical failure or electronic device failure. 12 111549 201132540 In step S23, based on the determined operational state of the vehicle, the vehicle is correspondingly controlled when the preset automatic operating condition is established. In the present embodiment, controlling the vehicle correspondingly means controlling the throttle, braking, powering on/off or charging of the vehicle. Please refer to Fig. 3 and Figs. 1A and 1B again to clearly illustrate the flow of steps of the present invention applied to a vehicle control method having an accelerator pedal and a deceleration pedal. In step S31, the control signal of the accelerator pedal a (voltage output signal, current output signal and feedback confirmation signal), the mechanical position of the deceleration pedal b (to determine the actuation ratio), and the traveling speed of the vehicle can be simultaneously sensed. Then, it proceeds to step S32. In step S32, a cross-sectional analysis is performed on the sensed control signal of the accelerator pedal a, the mechanical position of the deceleration pedal b, and the traveling speed of the vehicle to determine whether the vehicle is in an abnormal driving state, and if the vehicle is determined. If the vehicle is in the abnormal driving state, the process proceeds to step S33. If it is determined that the vehicle is not in the abnormal exercise state, step S31 is performed again. In step S33, the vehicle can be driven to decelerate to achieve the braking. For example, by controlling the motor module and/or the braking system of the vehicle, the vehicle can be decelerated in a phased manner to achieve braking, or the driving intention of the driver can be achieved through an automatic control mechanism. In actual implementation, when step S31 is performed, the mechanical position of the accelerator pedal a, the control signal of the deceleration pedal b, the actuation command received by the emergency stop device of the vehicle, and the operation of the motor module c of the vehicle are sensed. 111549 201132540 Turn status. Therefore, when step S32 is performed, the mechanical position of the accelerator pedal a, the control signal of the deceleration pedal b, the actuation command received by the emergency stop device of the vehicle, and the motor module c of the vehicle can be further obtained. The operational state is subjected to cross-over analysis, thereby further determining more accurately whether the vehicle is in an abnormal driving state. For example, if the driving speed of the vehicle is sensed as 1 〇〇km/hr, the emergency stop device receives the emergency power-off command input by the driver, and the deceleration pedal b has a normal control signal, but the acceleration is not sensed. The pedal a has a normal control signal to determine that the vehicle is in an abnormal driving state. Furthermore, when step S32 is performed, the frequency of use of the accelerator pedal a and/or the deceleration pedal b can be analyzed, for example, the driver can be analyzed to accelerate the accelerator pedal a and/or within a certain time (for example, 1 second). The actuation ratio of the deceleration pedal b satisfies the preset range (for example, "80% depressed", "30% depressed", etc.), so that the analyzed accelerator pedal a and/or the deceleration pedal can be utilized together. The frequency of use of b is analyzed and judged. For example, if it is analyzed that the driver repeatedly makes the deceleration pedal of the vehicle (for example, the brake pedal, etc.) advance more than a predetermined range (for example, 30%, 80%, etc.) within a certain time (for example, 1 second), but While the driving speed of the vehicle is still increasing, it can be judged that the vehicle is in an abnormal driving state. At this time, the vehicle braking module d and/or the motor module c can be controlled to achieve the braking. In addition, if the driver makes the advancement of the accelerator pedal a of the vehicle more than a predetermined range for a specific time, but the vehicle speed continues to decrease, it can be judged that the vehicle is very likely to be in an abnormally extinguished state. At this time, the power module e of the vehicle can be automatically restarted first, Chuan 549 201132540, so that the vehicle can continue to drive forward, avoiding the situation of rear car chasing, and then can be controlled by The motor module c/ or the brake module d of the vehicle causes the vehicle to decelerate in stages to enable the handle to be docked in a safe place. (10) Phase _ maintenance, step by step to improve driving safety. Referring to Fig. 4, it is a schematic diagram of the information of the central office of the vehicle control system of the present invention. As shown in the figure, the central processor can establish the inclusion sense by the preset automatic operation condition (that is, the vehicle is controlled by the driver from the vehicle) and the central processor is involved in the control of the emergency when the emergency occurs. Test terminal information, status terminal information and control, "three-way correspondence information. The sensing end message includes acceleration, and the deceleration step is reversed. The control signal, the mechanical position of the acceleration/deceleration pedal, the coffee, and the na, may also include the information of the vehicle type (four) driving state sensed by the state sensor. The contents of the relationship table are ON, OFF, %, ^^ and not all kinds of information (when, it can also include various numerical methods = such as frequency, intensity, amplitude, electric current, current, etc.). The ignorant message is the various operations of the vehicle. Of course, it can also be used to make a slippery, power-off, fault, one-third, and happy. In the relationship table, YES or NO is used to indicate whether the 5 Hai emergency situation has occurred. The control signals of the control, 2:!, brake module and power module V 2 and 2 3 include, for example, the operating clock or operation of the aforementioned central processor: accordingly, the central processor establishes such a vehicle.细夕~ “After the kind of I is closed, I can handle any 4H to improve the safety of vehicle operation. In a preferred aspect, the middle. ― Group. The above-mentioned materials are widely included. The two-party correspondence information and automatic operating conditions of the smart learning module k must be continuously improved. Therefore, the present invention utilizes, for example, a model 4, a transformation algorithm, a gene algorithm, and a numerical analysis. The wisdom learning algorithm of the law and so on continuously analyzes the vehicle set (4) 'three-way correspondence information automatic' as the conditional input and output results, so it can continuously adjust the various types of control to achieve optimal control performance. As shown in Figure 411, wisdom The sub-customer/opening method can continuously adjust the judgment critical point of the status end message (ie, the critical point of YES or NO), or adjust the values of the control end message w, %, and V3 (that is, how the central processor gives when the emergency occurs) Out of each mode control In addition, the above-mentioned smart learning module can continuously analyze the operation fff of the user of the vehicle, and correspondingly, the preset automatic operation component and the three-party correspondence information 'to match the use The operation of the student 1 " Bay. For example, 'Intelligence f module sustainable judgment _ set the user to step on the acceleration / deceleration step size, (four) should adjust the above ratio of action. Because, the same is the acceleration / deceleration step After stepping on the bottom, the user of the strength A and the less powerful one will have a slight difference in the step shape, that is, if there is no mechanism of the invention to adjust the mechanical position and the L condition number of the magazine (10). The corresponding relationship 'then less powerful users may never have a "100%" action ratio 'because the stepping on the end may only happen to "step 97%" of the proportion of action. At this time, the wisdom, learning module can The tn example of "depressing w %" is regarded as outputting 100% control signal, and the other judgment level is adjusted accordingly (for example, "following 49%" is regarded as the output war control signal) to further improve the safety of the vehicle. Sex. More specifically, the vehicle control method 111549 201132540 of the present invention is more applicable to an electric vehicle (not shown) having a hybrid battery, a gas application device, and an energy management system, wherein the composite battery is available. The utility model can be used for generating and storing hydrogen gas generated by the hybrid battery, and the energy management system can be used for adjusting the composite battery and the gas application device. For example, when the present invention is applied to an electric vehicle having a composite battery and a battery, the central processing unit can correspondingly control the composite battery opening/closing operation according to various operating states of the vehicle to provide/eliminate the electric vehicle. Powering or correspondingly controlling the hybrid battery to charge the battery. In detail, the battery in an electric vehicle is used to supply power requirements of devices such as windows, instrument plates, lights, and driving computers, and the hybrid battery is used to supply the power output (motor) of the electric vehicle. The vehicle control method and system of the present invention can optimize the performance of the hybrid battery. Therefore, if the vehicle control method and system of the present invention determine that the electric Φ vehicle is in an abnormal driving state, the electric vehicle can be driven to perform phased deceleration, and the composite can be adjusted and controlled by being connected to the energy management system. Battery and the gas application device. For example, the power generated by the hybrid battery can be stopped from being supplied to the power device (such as a motor module) of the electric vehicle to further decelerate the electric vehicle, and the gas application device can be continued. The hydrogen generated by the composite battery is collected to avoid waste of energy. In summary, the vehicle control method and system of the present invention can not only sense the traveling speed of the vehicle, but also simultaneously sense the output of the accelerator pedal 17 111549 201132540, the input signal and the mechanical position, and the output of the deceleration pedal. Signal, input signal and mechanical position. Furthermore, by comprehensive analysis of the sensed output signal, input signal, mechanical position and driving speed, it is possible to accurately determine whether the vehicle is in an abnormal driving state, and when judging When the vehicle is in an abnormal driving state, the vehicle can be driven to decelerate in stages, and the braking is achieved, the reliability of the braking system of the vehicle is improved, and the probability of accidents of the vehicle is also reduced. In short, the present invention selectively and intelligently controls the vehicle based on monitoring and supplemented by the aforementioned three-way correspondence information to protect the safety of the driver and the passenger. The above embodiments are merely illustrative of the principles and advantages of the invention and are not intended to limit the invention. Modifications and variations of the above-described embodiments can be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, the scope of protection of the present invention should be as listed in the scope of the patent application to be described later. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A is a system architecture diagram of a vehicle control system of the present invention; FIG. 1B is a schematic diagram of application of a vehicle control system of FIG. 1A; FIG. 2 is a step of a vehicle control method of the present invention FIG. 3 is a flow chart showing another step of the vehicle control method of the present invention; and FIG. 4 is a schematic diagram of the three-party correspondence information established by the central processing unit in the vehicle control system of the present invention. [Main component symbol description] 1 Vehicle control system 201132540 10 Signal sensor 11 Position sensor 12 State sensor 13 Central processor a Accelerator pedal b Deceleration pedal c Motor module d Brake module e Power module f, g Infrared devices S21~S23, S31~S33
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