WO2012138074A2 - Dispositif de commande logique programmable pour commander automatiquement une distance de conduite sûre d'un véhicule - Google Patents

Dispositif de commande logique programmable pour commander automatiquement une distance de conduite sûre d'un véhicule Download PDF

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Publication number
WO2012138074A2
WO2012138074A2 PCT/KR2012/002177 KR2012002177W WO2012138074A2 WO 2012138074 A2 WO2012138074 A2 WO 2012138074A2 KR 2012002177 W KR2012002177 W KR 2012002177W WO 2012138074 A2 WO2012138074 A2 WO 2012138074A2
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WIPO (PCT)
Prior art keywords
vehicle
line
designing
input
obstacle
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PCT/KR2012/002177
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English (en)
Korean (ko)
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WO2012138074A3 (fr
Inventor
김학선
김세기
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Kim Hak Sun
Kim Se Gi
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Publication of WO2012138074A2 publication Critical patent/WO2012138074A2/fr
Publication of WO2012138074A3 publication Critical patent/WO2012138074A3/fr

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    • 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
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
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    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
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    • 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
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    • 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
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
    • G05B19/05—Programmable logic controllers, e.g. simulating logic interconnections of signals according to ladder diagrams or function charts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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Definitions

  • the present invention relates to the automatic control of the driving safety distance of the vehicle, and more particularly, to detect pedestrians or obstacles while driving the vehicle, and to automatically control the acceleration means (axeleda) and the braking means (brake), and to control the rain or snow.
  • the acceleration means axeleda
  • the braking means brake
  • the driving speed is controlled or controlled to maintain the safety distance between the vehicle and the pedestrian or obstacle, and to measure the elevation of the driving road and the brake
  • the present invention relates to a programmable logic controller for automatic driving safety distance control of a vehicle capable of automatically controlling the means.
  • traffic laws Even if the driver of the vehicle complies with the traffic laws, the collision is usually caused by the vehicle's improper speed or location.
  • the purpose of traffic laws is to prevent collisions by coordinating the safe movement of vehicles and pedestrians.
  • the vehicle is provided with a variety of safety means such as seat belts or airbags, there is a problem that can not fully protect the driver and passengers with such means.
  • a braking device of a vehicle such as a foot brake braking of a vehicle or a hand / foot brake for braking a disabled vehicle, is used as a manual braking method in which a braking is performed only when a driver operates by foot or hand as needed.
  • Korean Utility Model Application Publication No. 1990-0000405 (January 30, 1990) describes an automatic control device for preventing accidental accidents by allowing the piston shaft to automatically operate foot brakes and clutches. Notification, hereinafter referred to as Document 1).
  • the above-mentioned document 1 does not have a means for selectively driving the driver according to the needs of the driver, and there is an inconvenience in that the vehicle is stopped regardless of the driver's intention in a large number of nearby objects such as downtown. Regardless of the speed, if an object appeared only before and after the vehicle, the vehicle was stopped.
  • Korean Patent Registration No. 10-0142539 (published on April 01, 1998, hereinafter referred to as Document 2) is disclosed as an automatic brake control device for a vehicle capable of minimizing installation costs by driving a brake pedal using an electromagnet. .
  • the selection switch SW converts the electric signal into an electrical signal and outputs the distance, and the distance of the front object.
  • Light signal is output to detect the light signal reflected by the front object, and converts it into an electrical signal, and then outputs the light emitting device and the light receiving device, and the current speed of the vehicle to detect and convert it into an electrical signal
  • it is determined whether the front object is nearer than the reference value from the signal input from the light receiving element when the selector switch is turned on, and the signal input from the vehicle speed sensor when the front object is closer than the reference value.
  • a brake driver for operating the brake pedal according to a drive signal input from the controller.
  • the present invention has been made to solve the above-mentioned disadvantages and problems of the prior art, the present invention detects pedestrians or obstacles when driving the vehicle to automatically control the acceleration means and braking means, rain or snow By controlling the pedal depth of the acceleration means by detecting a change in the situation or temperature, the driving speed is controlled to maintain the safety distance between the vehicle and the pedestrian or obstacle, and the acceleration and braking means are automatically controlled by measuring the elevation of the driving road.
  • This makes it possible to program safely and decelerate driving according to weather conditions when driving, slowing, starting, stopping and driving on slopes, so that it is free from the risk of collision or collision that may occur when driving the vehicle.
  • Programmable logic controller for automatic control of driving safety distance of vehicles There is a first object to a ball.
  • the present invention can prevent in advance a safety accident that may occur due to inexperienced driving or unsafe safety of the vehicle driver through automatic control of the acceleration means or the braking means when driving the vehicle, the emergency of pedestrians or obstacles on the road or roadside
  • the second purpose of the present invention is to provide a programmable logic controller for automatically controlling the safety distance of a vehicle, which can prevent the accidents caused by car accidents and car accidents.
  • the present invention is designed so that the running speed and slow speed can be automatically controlled in hardware or software when the vehicle is running, and then the vehicle buyer who wants to purchase a safe vehicle as much as possible by integrating the currently released vehicle with a later released vehicle.
  • the vehicle's driving safety distance which can increase the vehicle purchase rate by maximizing the purchase desire of the company, maximize the profit generation of many companies in the related industry, contribute to the industrial development and contribute to the development of the national economy.
  • a third purpose is to provide a programmable logic controller for automatic control.
  • the driving safety distance automatic control system of the present invention for achieving the above object, the deceleration / to control the deceleration and braking of the vehicle automatically by controlling the operation of the accelerator pedal 400 and the brake pedal 500 of the vehicle Programmable Logic Controller (PLC) for automatic control of driving safety distance of a vehicle equipped with a braking control unit 300, which is mounted on a vehicle and is formed by a laser sequencer and port communication for sensing the distance between an obstacle and the vehicle.
  • PLC vehicle Programmable Logic Controller
  • the analog photocapacitor converts the numerical value of the analog photocapacitor into a current as the driver's depth (vehicle speed) of the vehicle's accelerator pedal 400 changes. It is designed to be activated by using PLC analog module to adjust the speed by output, and the driving safety distance of the vehicle by applying analog communication order for the elevation (high / low) order required when driving uphill, downhill slope or uneven road.
  • a second step of designing an automatic control program (lines 12 to 31); PLC control unit that controls the vehicle's driving safety distance control system while the guide stop wave is activated when the vehicle is powered on and the screen is loaded on the touch panel that the user touches and controls the vehicle's driving safety distance control system.
  • the guide stop wave is released by prompting the user to enter a password, prompting the driver to enter a preset password on the touch panel display, and entering the password.
  • An eighth step of designing to be performed (the 63rd to 73rd lines); A ninth step of designing elevation detection of a road on which the vehicle travels (line 74 to line 76); A tenth step of designing braking according to vehicle front obstacle detection (line 77); An eleventh step (line 78) of designing a guide stop wave operation according to an input / output setting in an automatic driving safety distance control program of a vehicle; A twelfth step of designing a braking operation according to weather change detection, left turn right turn U turn or left and right overtaking and slow running conditions after obstacle detection while driving a vehicle (line 79); A thirteenth step (80th line) of designing to count and record a failure count in a counter in case of a communication error or abnormality of the vehicle; A fourteenth step (line 81) of designing to output a counter sequence number and an output from a memory at the time of the first scan of the driving safety distance automatic control program; A fifteenth step (line 82) of designing an output of the brake release when the brake release signal
  • the driving safety distance automatic control system of the first stage includes a plurality of elevation angles 1160 for sensing a vehicle or obstacle running in front of the vehicle or an obstacle behind the vehicle, or detecting weather conditions and inclinations outside the vehicle.
  • the sensing unit 110 is configured in the order of, the accelerator depth detection unit 120 for detecting the stepped depth of the accelerator pedal 400 to 0 to 200, and various control commands for safe driving of the vehicle or for driving
  • a touch panel unit 130 for inputting a password and outputting information for safe driving of the vehicle, a camera unit 140 for photographing the inside of the vehicle, an input unit 150 for receiving information for safe driving of the vehicle, and A voice output unit 160 for voice outputting information for safe driving of the vehicle, a data storage unit 170 storing an image captured by the camera unit 140, and a wiper copper for detecting a wiper operation signal of the vehicle;
  • the brake button unit 250 is configured in the form of a button so that the signal detection unit 180, the direction change signal detection unit 190 for detecting a direction change signal
  • the deceleration / braking control unit 300 is automatically controlled according to the set driving safety distance automatic control program, and the touch panel unit 130 Various control commands or input signals are input to control the driving operation of the vehicle, and the images captured by the camera unit 140 are stored in the data storage unit 170, and the various types sensed by the sensing unit 110. It is preferable that the control unit 200 is configured to control to output the safe driving information of the vehicle according to the signal through the voice output unit 160.
  • the automatic driving safety distance control system of the vehicle receives various commands input by the driver of the vehicle using a hand or a touch fan, and displays various control situations of the vehicle operated by the automatic driving safety distance control system of the vehicle.
  • a speaker 3400 for voice outputting various guides and a password input guide for automatic control of the driving safety distance of the vehicle
  • a communication unit 3500 for upgrading the automatic driving safety distance control program from a computer or the Internet.
  • the apparatus further includes a driving safety distance automatic control system user apparatus 3000 for a vehicle having a touch panel type configured to include the same. It is preferable.
  • the touch panel and display unit 3100 includes an AIR display unit 3110 for displaying an abnormality of the vehicle's air tank in color, a brake display unit 3120 for displaying the on / off of the brake of the vehicle in color, and a vehicle.
  • a control display unit 3130 that displays the on / off of the Accelda in color, a front obstacle display unit 3140 that displays obstacles in front of the vehicle, and an elevation (uphill / downhill slope) of the road on which the vehicle travels.
  • the elevation display unit 3150, the left obstacle distance display unit 3160 for displaying the distance to the left obstacle of the vehicle, the right obstacle distance display unit 3170 for displaying the distance to the right obstacle of the vehicle, and the slow motion command of the vehicle A slow command input unit 3180 that receives the input, an acceleratorless depth display unit 3190 that displays the depth of stepping on the accelerator pedal 400 of the vehicle, and a password touch unit 3195 that receives a command for inputting a password when the vehicle is started.It is adapted to also being preferred.
  • the first step is to install the automatic driving safety distance control program in the automatic driving safety distance control system of the vehicle and to design the first line to prepare for driving the vehicle as it is activated (C0 (Out)) by receiving power from the outside.
  • the left and right monitoring sensor detects obstacles within 20m between the vehicle and the obstacles when the depth of stepped by Acceleda is 50 to 70 after the change of time or the steep uphill while driving the vehicle.
  • Surveillance order detects obstacles within 30m, so the safety distance between the vehicle and obstacles is at least 30m
  • the ninth line is designed to control the safety distance between the vehicle and the obstacle to be maintained at least 70 m according to the detection of obstacles within 70 m.
  • the depth of the step on the Acceleda is set to 150 to 200 after passing time or to climb a steep climb
  • the left monitoring process is completed after the setting of the first to the tenth line is completed.
  • the second line design stores the left and right sensing distances measured by the left and right sensing sequences installed in the vehicle in the sensing distance memory addresses V4000 to V4007 and secures the vehicle and the obstacle (or pedestrian). And pre-register left and right safety distances to be observed in safety distance memory addresses K0 to K100, wherein LD V4000 to V4007 are left and right sensing distances, and LD K0 to K100 are left and right safety distances.
  • K0 is 0m
  • K5 is 5m
  • K10 is 10m
  • K20 is 20m
  • K30 is 30m
  • K50 is 50m
  • K70 70m
  • K100 is preferably 100m).
  • the left and right laser sensors when the left and right detection signals are generated so that the left and right laser signals are irradiated every 0.1 second, the left and right laser sensors suddenly use the left and right detection signals.
  • the left and right laser detectors detect pedestrians or obstacles.
  • the sensor detects smoke and fine dust, it sets the detected left and right detection distances to be ignored and detects them from the left and right laser scanners.
  • the range measurement is made with a single pulse, the signal received from the pulse is processed into range data (RANGE DATA) and sent from each sensing signal converter to the controller in serial RS232 or RS485 format, and the range data (RANGE DATA) Is output as a 12-bit binary word and 2 bytes (8 bits), the first byte of which consists of 6 most significant byte (MSB) words, and the second byte is 6 LSB (least significant).
  • MSB most significant byte
  • the left and right laser scanners detect an obstacle in front of the vehicle through an 8-bit MSB and an 8-bit LSB. If the MSB is 10111111 and the LSB is 00101100 among the values obtained through the left and right laser sensors, the value of "111111” except “10” indicating MSB and “111111 except” 00 "indicating LSB is detected. If the value is obtained, 4095dm can be obtained. Since 4095dm is a value capable of measuring 150m forward, 1dm is preferably defined as about 0.03663m.
  • the left-hander V2002 and the right-hander V3002 communicate normally with each other while driving the vehicle (V4000), and the left-hander V2002 and the right-hander V3002 have moved closer to each other within 5 m in the left and right directions. It is preferable to wait for a signal for rapid braking and sudden control when the vehicle turns left, turns right, makes a U-turn or the turn signal output for the vehicle passing is off (nearly to the left and right turning levers of the vehicle).
  • the fourth line design outputs by comparing the measured value of the left side V2002 and the right side V3002 with the value corresponding to V4000-K0 among the values of the memory set in the second line design. In this case, it is preferable to output when the memory value (V4000-K0) is smaller than the memory value (V4000-K0) and the value is larger than the memory value (V4000-K0).
  • the fourth line design includes a left sequencer V2002, a right sequencer V3002, and a left and right turn lever C50 and C52 that are pre-stored in the memory V4000 when an obstacle is approached in the vehicle's driving safety distance automatic control system.
  • the output (C5) is on when C50 or C52 is on
  • the output (off) is on when C50 or C52 is off. It is desirable to wait for the next signal.
  • the memory address is V4001
  • the right sensing distance is V3002
  • the left sensing distance is V2002
  • the Axelda pressure is less than 50 C30, U turn, but the lever off C50, C52
  • the C125 and the elevation sequencer off are preferably designed with C154.
  • the memory address is V4002
  • the right sensing distance is V3002
  • the left sensing distance is V2002, U turn, but the lever off for overtaking and right-left switching is C50, C52, and the vehicle currently has a touch input for parking. It is desirable to design C125 for no (slow mode for parking), C31 for Axelda Off and C154 for Elevated Steam Off.
  • the memory address is V4003
  • the right sensing distance is V3002
  • the left sensing distance is V2002
  • the fact that the vehicle does not have a touch input for parking at present (it is not a slow mode for parking) is C125, U turn.
  • the lever off for overtaking and the left and right switching is C50, C52
  • the depth value of the acceleratorless step is 80 to 110
  • it is preferable to design C32 and the high-speed operation operation is C154.
  • the memory address is V4004
  • the right sensing distance is V3002
  • the left sensing distance is V2002
  • the fact that the vehicle does not have a touch input for parking at present (not a slow mode for parking) is C125, U turn or
  • the lever off for overtaking and left-right switching is C50, C52
  • the depth value of the Celeda is 110 to 150
  • the C33 and the high-velocity operation off are designed as C154
  • the left and right monitoring sensors it is desirable to design the left and right monitoring sensors to maintain at least 50 m between the vehicle and the obstacle as the obstacle is present within 50 m.
  • the memory address is V4005
  • the right sensing distance is V3002
  • the left sensing distance is V2002
  • the fact that the vehicle does not have a touch input for parking at present is C125, U turn.
  • the lever-off for overtaking and left-right switching is C50, C52
  • the depth value of the accelerator pedal is 100 to 150
  • C34 the C36 is 60 when the accelerator is off
  • the pressure is C34
  • the elevation is off by C154. This is preferred.
  • the memory address is V4006
  • the right sensing distance is V3002
  • the left sensing distance is V2002
  • the fact that the vehicle does not have a touch input for parking at present (not a slow mode for parking) is C125, U turn.
  • the lever off for overtaking and left / right switching is C50, C52, C35 means that the depth value of the accelerator is 150 to 200
  • C36 means 60 when the accelerator is off
  • C154 means that the high angle operation off is C154.
  • the second step is to design a twelfth line for setting the analog communication memory conditions to be processed by the controller (CPU) of the PLC, and to set the depth (vehicle speed) value of the vehicle accelerator pedal 400 to the lowest value ( LOW ENGINEERING) Design the 13th line to set the value from 0 to HIGH ENGINEERING 200, and accept the value of the stepped depth (vehicle speed) of the accelerator pedal 400 as analogue communication value of 4mA to 20mA or 1V to 5V.
  • PLC analog conversion card for converting digital value from 0 to 4095, 4mA to 20mA signal is converted to 0000-0FFF hexadecimal number or 0-4095 decimal number, and the accelerator is operated by the accelerator pedal (400 Designing a fourteenth line for generating a detection signal by irradiating the stepped depth of the sensor at a predetermined time (V2500), converting it to a binary-coded decimal (BCD), and storing and outputting it to V2510, and driving a vehicle.
  • Heavy vehicle The altitude (angle) of the vehicle emits the vehicle's elevation (uphill, downhill) at each set time to generate a detection signal (V2501), converts it into binary-coded decimal (BCD), and stores it as V2511.
  • Designing the 17th line to set the low level K0 to the horizontal level 12 and the high ENGINEERING K25 in relation to the case where the vehicle's current driving road is uphill or downhill; Designing an eighteenth line for comparing the input value V2510 from the sequence with the left sequence V2002 and the right sequence V3002; and the input value V2510 from the accelerator sequence is K30 (30 Km / h or more) to Compared to K50 (less than 50km / h) Designing a nineteenth line to output the brake release signal X0 as a C30 value when the input value V2510 from the selector is K30 (30 Km / h or more) to K50 (less than 50 Km / h); Compare the input value (V2510) from K50 (50Km / h or more
  • X0 brake release signal
  • the designing of the twelfth line may generate a detection signal by irradiating the depth of the accelerator pedal 400 at a set time (V2500), converting it into a binary-coded decimal (BCD), and then moving to V2510. It is preferably designed to store and output.
  • the stepped depth of the accelerator pedal 400 measured by the accelerator installed in the vehicle is stored in the depth memory addresses V5000 to V5007 so that the vehicle can be used on a vehicle-only road or highway. Registers the current estimated speed in advance to the memory addresses K0 to K200, sets the depth of depression of the accelerator pedal 400 with LD V5000 to V5007, and the memory addresses K0 to K200 depending on the depth of depression of the accelerator pedal 400.
  • K0 is set to 0Km / h
  • K50 is 50Km / h
  • K70 is 70Km / h
  • K80 is 80Km / h
  • K100 is 100Km / h
  • K120 is 120Km / h
  • K150 is 150Km / h
  • K200 is 200Km / h
  • the design of the twenty-fifth line is performed to output a C36 value indicating that no signal is output from the accelerator V2510 to the brake when the pressure is less than 60 (K60) when the vehicle is off. .
  • the design outputs the C37 value for automatic operation.
  • the thirty-third line and the thirty-first line are preferably output by comparing an analog communication memory with an accelerator Celsius sequencer.
  • the counter CNT design the 32nd line to store the memory, and the screen touch.
  • Designing line 33 by outputting the number of errors (CT0) when inputting a password (C126) the touch screen is changed to a screen related to password input (C114) when the password is input, and the input password is set password.
  • touch screen is changed to password input screen when inputting password according to screen touch (C114), and change signal C114 is output to corresponding password touch screen when preparing password input (FirstScan).
  • Line 39 designing a line 38 and preparing a password input (FirstScan) and processing a password when the password is input (V2005) Designing a line; designing a forty-fifth line for counting the number of times inputted at the time of inputting a password; designing a forty-first line for a vehicle driver inputting a password (V2106); If a touch (V2100) does not match the password compared (V2102), and designing the 42nd line to output a touch error to C113 and to confirm again (C100) (C114), and according to the password input error Designing a 43rd line for changing to a password touch screen (C114) again and setting the screen change to V2106; and designing a 44th line for the screen change (V2106) to output a password input error error C113; Since the touch
  • the fourth step includes designing the 51st line to output the slow touch C125 regardless of the direction change lever C52 when the slow touch is input according to the slow touch C101 of the vehicle. Designing the 52nd line so that the slow lamp C131 is output according to the slow touch C101, and maintaining the 52nd line and designing the 53rd line which is a preliminary line which does not affect the PLC controller (CPU). And designing line 54, which is a magic box in a slow condition of the vehicle.
  • the 55th line is designed to send a touch air lamp C117 signal, and the PLC controller (CPU) according to the touch air lamp C117.
  • the PLC controller CPU
  • the touch air lamp C117 Preferably includes designing a 56th line designed to identify air (Y0).
  • the 57th line is designed to output a C50 informing the left and right turning when the left turn (X2) or the right turn (X3) of the vehicle, and the turn of the U turn or passing (C50) of the vehicle.
  • the sensing signals of the left pulse V2002 and the right pulse V3002 are 5 seconds to 5 seconds. It is preferably set to ignore 7 seconds.
  • the 61st line is designed such that the wiper operation output is output to C60 when the temperature of the vehicle wiper lever (X5) is below zero (X7-zero detection), and the rain ratio is increased when the wiper lever is operated.
  • the brake does not operate according to the program of automatic control of the vehicle's driving safety distance to output the C61 to output the C61. It is preferable to include the step of designing.
  • the eighth step when the laser laser of the vehicle detects the obstacle, the distance between the obstacle and the vehicle is output, but C5 is 5M, C6 is 10M, C7 is 20M, C10 is 30M, C11 is 50M, and C12 is 70M.
  • C13 is a case where 100M is detected, and designing the 63rd line outputting the obstacle delay condition signal C150 when any one of the signals is received, and C13 or the touch lamp control C151. Designing the 64th line outputting the touch lamp control C151 to the obstacle delay C152 at the time of;), and the 65th line outputting C160 to the obstacle delay C152 according to the distance to the obstacle when detecting the obstacle.
  • W is the time step of designing a line 72 so as to set to one second (K10) and the obstacle after the delay time T10 to set the obstacle delayed signal to output to C152 comprises a step of designing a line 73 is preferred.
  • the ninth step is the step of designing the 74th line outputting the uphill detection to C153 when a slight hill hill detection signal (C40) or a steep uphill detection signal (C41) is input to the elevation angle of the vehicle, and the uphill road
  • the 75th line is designed to set the time by the hill signal delay time according to the detection signal (C153) as the timer sequence T30, and when the uphill signal delay time (T30) of the vehicle is input, the signal for the high angle operation is sent to C154. It is preferable to include designing a 76th line to output.
  • the eleventh step relates to the operation of the guide stop wave in the automatic driving safety distance control program of the vehicle, and the control braking priority C5 according to the obstacle detection 5M and the control braking priority according to the touch control lamp ( C121), the guide stop wave release or lock (C116) at the password confirmation, slow (C125), turn, right or U-turn or left and right application (C50, C52), sub-zero weather condition (C60), Release the guide stop wave and the final output guide stop when the image weather condition (C61) matches the password during the operation of the guide stop wave for the accelerator pedal 400 when the password is locked or unlocked and the vehicle key is applied (C116). It is preferable to design the 78th line which outputs the wave operation signal Y1.
  • the twelfth step relates to the final braking output (brake operation) in the vehicle's driving safety distance automatic control program, and includes the shortest distance braking operation (emergency brake) C5, U turn, When there is no left turn, right turn or overtaking signal (C50, C52), and when the vehicle does not have a touch input for parking at present (C125), C121 for brake operation is output. If it is detected that it is not, it is preferable to design the 79th line for outputting the final braking output brake operation signal (Y2).
  • the shortest distance braking operation (emergency brake) C5
  • U turn When there is no left turn, right turn or overtaking signal (C50, C52), and when the vehicle does not have a touch input for parking at present (C125), C121 for brake operation is output. If it is detected that it is not, it is preferable to design the 79th line for outputting the final braking output brake operation signal (Y2).
  • the thirteenth step is to count and record the number of failures in case of a communication error or abnormality in the counter.
  • the communication signal (upper X0), the counter reset (lower X0), the counter ( The CNT) communication error number is preferably designed to design the 81-th line outputting the number CT5 and the error input setting number K100.
  • the fourteenth step is to design the output V2062 as the eighty-eighth line in the first scan counter sequence CTA5 and the communication memory.
  • the fifteenth step it is preferable to design the eighty-eighth line for outputting the accelerda release signal X0 and the pressure pressure signal X21 in accordance with the accelerda pressure signal Y11.
  • the accelerda pressure is reduced. (X0) is output to C70, but it is preferable to design the line 84 as the case where the left pulse V2002 or the right pulse V3002 detects fine dust or soot.
  • the seventeenth step it is preferable to designate the driving safety distance automatic control program end (END) as the 85th line.
  • the vehicle when it detects a pedestrian or an obstacle, it automatically controls the axelda and the brake, and in the case of rain or snow, the driving speed is controlled according to the pedal depth of the axelda and the safety distance or driving between the vehicle and the pedestrian or the obstacle.
  • the pedal depth of the axelda and the safety distance or driving between the vehicle and the pedestrian or the obstacle By measuring the elevation of the road and displaying the driving status of the vehicle in real time on the display means, it is possible to program the system to prevent theft of the vehicle, to drive safely, and to decelerate driving according to the weather conditions when driving, slowing, starting or stopping.
  • the mechanism can be fully automatic, thus avoiding the risk of collisions or collisions that may occur while driving the vehicle.
  • the passengers including the driver may be safer by automatic deceleration driving according to weather conditions, and safe driving is possible even in a fog or night condition.
  • the vehicle's driving speed and slow speed are designed to be automatically controlled by hardware or software, it is applied to the vehicle, and the vehicle is announced through the external announcement that a performance improved vehicle is released. Satisfying the purchaser's desire to purchase a car, thereby increasing the vehicle purchase rate, maximizing the profit generation of many companies in the related industry, contributing to the development of the industry and acting as a great growth engine for the national economy. It is effective.
  • FIG. 1 is a block diagram illustrating an automatic driving safety distance control system for a vehicle using a programmable logic controller for automatic driving safety distance control according to the present invention
  • FIG. 2 is a block diagram illustrating in detail the sensing unit of the automatic driving safety distance control system of the present invention shown in FIG.
  • FIG. 3 is a block diagram for explaining a case where a driving safety distance automatic control system of the present invention shown in FIG. 1 is configured with a programmable logic controller (PLC);
  • PLC programmable logic controller
  • FIG. 4 is a cross-sectional view showing an example in which the accelerator pedal operates before the accelerator control unit of the deceleration / braking control unit shown in FIG. 1 operates;
  • FIG. 5 is a cross-sectional view illustrating an example in which the accelerator pedal is raised by operating the accelerator control unit of the deceleration / braking control unit shown in FIG. 1;
  • 6A to 6B are cross-sectional views illustrating a state in which a brake pedal is operated before the brake control unit of the deceleration / braking control unit is operated in the driving safety distance automatic control system of the vehicle shown in FIG. 1;
  • FIG. 7A to 7B are cross-sectional views illustrating a state in which the brake control unit of the deceleration / braking control unit operates in the automatic driving safety distance control system for the vehicle of the present invention shown in FIG. 1;
  • FIG. 8 is a cross-sectional view illustrating an operation of an accelerator and a control unit according to a wiper signal transmitter according to a weather change in a vehicle driving safety distance automatic control system according to the present invention shown in FIG. 1;
  • FIG. 9 is a view for explaining an example in which a brake button unit according to the present invention shown in FIG. 1 is attached to a vehicle interior;
  • FIG. 10 is a view illustrating an example of a user device for automatically controlling driving distance of a vehicle according to the present invention shown in FIG. 1;
  • FIG. 11 is a view for explaining a configuration of a display unit of an automatic driving safety distance control system user apparatus of FIG. 10;
  • 12A and 12B are diagrams for explaining a password input screen for driving a vehicle during configuration of the display unit shown in FIG. 11;
  • FIG. 13 and FIG. 14 are views for explaining a control / braking state when a slow signal is input among the display unit shown in FIG. 11;
  • 15 and 16 are views for explaining a control / braking state in normal driving and high speed driving in the display configuration shown in FIG. 11;
  • FIG. 17 is a view for explaining a control / braking state when a direction change signal is detected in the display unit shown in FIG. 11;
  • FIG. 18 is a view for explaining a control / braking state when a brake button is on in the display unit illustrated in FIG. 11;
  • FIG. 18 is a view for explaining a control / braking state when a brake button is on in the display unit illustrated in FIG. 11;
  • 19 and 20 are views for explaining a control / braking state in a slope of the display unit shown in FIG. 11;
  • 21 to 38 are examples in which a program for automatically controlling a driving safety distance of a vehicle according to the present invention is designed as a micro PLC;
  • 39 is a flowchart illustrating an operation of an automatic control method for deceleration, automatic control and braking of a vehicle in an automatic driving safety distance control system for a vehicle according to an embodiment of the present disclosure
  • FIG. 40 is a flowchart illustrating a process of operating an accelerator control unit for controlling an accelerator pedal according to an automatic driving safety distance control system for a vehicle according to the present invention
  • FIG. 41 is a flowchart illustrating a process of operating a brake control unit for controlling a brake pedal after an accelerator pedal is operated in a vehicle driving safety distance automatic control system according to the present invention
  • 43 is a flowchart illustrating an embodiment of a vehicle safety management method for vehicle safety management using an automatic driving safety distance control system for a vehicle according to the present invention
  • 44 is a flowchart illustrating an embodiment of a safety management method when driving a vehicle in an automatic driving safety distance control system for a vehicle according to the present invention
  • 45 is a flowchart for explaining another embodiment of safety management when driving a vehicle in an automatic vehicle driving distance control system according to the present invention.
  • 46 is a flowchart for explaining another embodiment of safety management when driving a vehicle in the automatic driving safety distance control system for a vehicle according to the present invention.
  • 47 is a flowchart illustrating a method for preventing theft of a vehicle in an automatic driving safety distance control system for a vehicle according to the present invention.
  • the automatic control used in the present specification means that obstacles located in the front and rear or side (when turning left or right) when driving a vehicle approach the vehicle's approaching distance or adapt to weather changes (eg, when it rains) around the vehicle. And a series of processes in which the accelerator control unit and the brake control unit operate with respect to the automatic deceleration of the accelerator pedal or the braking of the brake pedal according to the electric signal transmitted from the preset control program.
  • the reverse direction of the accelerator pedal is a direction opposite to the driver's stepping on the accelerator pedal, and the guide stop wave of the accelerator control unit installed on the lower part of the accelerator pedal rotates upward to force the accelerator pedal. It refers to the operation of pushing upward, and the opposite direction is called forward direction.
  • FIG. 1 is a block diagram illustrating a system for automatically controlling driving safety distance of a vehicle according to the present invention.
  • Driving safety distance automatic control system of the vehicle of the present invention is the deceleration / braking control unit 300 for controlling the deceleration and braking of the vehicle automatically by controlling the vertical operation of the accelerator pedal 400 and the brake pedal 500 of the vehicle
  • a sensing unit 110 composed of a plurality of sensors for sensing a vehicle or obstacle running in front of the vehicle or an obstacle behind the vehicle or sensing weather conditions outside the vehicle, and detecting the stepped depth of the accelerator pedal Axelda depth detection unit 120 to input the various control commands for the safe driving of the vehicle or a password for driving the vehicle, the touch panel unit 130 for outputting information for the safe driving of the vehicle, and the interior of the vehicle
  • a camera unit 140 for photographing the camera, an input unit 150 for inputting various types of information for safe driving of the vehicle, a voice output unit 160 for voice outputting various types of information for safe driving of the vehicle, and a car.
  • the data storage unit 170 for storing the image taken by the LA unit 140, the wiper operation signal detection unit 180 for detecting the wiper operation signal of the vehicle, and the direction for detecting the direction change signal indicating the driving direction of the vehicle Switching signal detection unit 190, various signals sensed by the sensing unit 110, vehicle running speed according to the stepped depth of the accelerator pedal detected by the accelerator Celsius depth detection unit 120, the direction switching signal detector 190
  • the deceleration / braking control unit 300 is automatically controlled according to a set program according to the direction change signal detected by the control unit and the wiper operation signal of the vehicle detected by the wiper operation signal detector 180, and is input by the touch panel unit 130.
  • Controls the driving operation of the vehicle by processing various control commands or input signals, and stores the image captured by the camera unit 140 in the data storage unit 170, the basically set vehicle safety information and sensing unit And a control unit 200 for controlling to output the safety driving information of the vehicle according to the various signals sensed by the voice output unit 160.
  • the accelerometer depth detector 120 may be configured to be attached to the accelerator pedal 400 to detect a stepped depth of the accelerator pedal (eg, a photo sequencer). At this time, the sensor constituting the Axelda depth detector 120 generates a detection signal by irradiating the stepped depth at a set time, for example, every 0.1 second, and generates 4 to 20 mA of direct current (DC) current. The depressed depth of the accelerator pedal 400 is detected.
  • a stepped depth of the accelerator pedal eg, a photo sequencer.
  • the PLC of the present invention preferably includes a PLC analog conversion card for receiving a value of 4 mA to 20 mA or 1 V to 5 V and converting it to a digital value of 0 to 4095.
  • a signal of 4 mA to 20 mA is converted to a hexadecimal number of 0000-0FFF or a decimal number of 0 to 4095.
  • the PLC of the present invention also scales the value coming into the input and compares the input value with the set value and uses the contact on / off.
  • the controller 200 temporarily stores various variable signals including a control unit 210 for receiving and calculating an electric signal sensed by the sensing unit 110 and control / braking generated in a vehicle while driving.
  • the first memory unit 220 and a second memory unit 230 in which information once recorded by a program is permanently stored regardless of power supply.
  • the first memory unit 220 may be configured as a normal random access memory (RAM)
  • the second memory unit 230 may be configured as a normal read only memory (ROM).
  • reference numeral 240 denotes an air pressure detector 240 that detects air pressure of the air compressors 312 and 322 shown in FIGS. 4 to 8.
  • the brake button unit 250 is operated in a section where extreme congestion occurs due to road conditions (vehicle congestion).
  • the brake pedal 500 may maintain the current state to increase the convenience of the driver.
  • the brake button unit 250 may be selectively mounted according to a driver's selection of a steering wheel or a dashboard. The brake button unit 250 will be described in more detail later with reference to FIG. 9.
  • the present invention may add a loader connection unit 260 that can be connected to a computer or the Internet to output data stored in the first memory unit 220 or the second memory unit 230 to a computer.
  • the loader connection unit 260 may be configured as a USB port.
  • the deceleration / braking control unit 300 controls the up / down operation of the accelerator pedal 400 and the brake pedal 500 by an electric signal from the controller 200 to automatically control the deceleration and braking of the vehicle.
  • the control unit 310 and the brake control unit 320 may be configured.
  • control unit 200 of the vehicle displays that a password set as a character is input through the screen of the touch panel unit 130.
  • the voice output unit 160 may also guide the voice.
  • the control unit 200 prevents the axeldar control unit 310 and the brake control unit 320 of the deceleration / braking control unit 300 from operating, ie, locks the vehicle, thereby preventing theft of the vehicle. Will be prevented.
  • the controller 200 automatically operates the camera of the camera unit 140 inside the vehicle connected to the touch panel 130 when an input error for the vehicle password is set (for example, three times or more). In the event of a vehicle theft or crime that may occur, the criminal may be recorded and used for further investigation.
  • the camera unit 140 is configured as a camera to take a picture of the inside of the vehicle to record the situation inside the vehicle, and is configured to shoot the driver of the vehicle is configured on the front of the touch panel unit 130 desirable.
  • control unit 200 may prevent the safety program at the time of driving the vehicle when the vehicle speed detected through the acceleda depth detector 120 is less than or equal to the set speed or within a set time after the vehicle is started.
  • the vehicle may be running at low speed or before fully entering the road, it is unlikely that a sudden braking situation may occur or rapid braking may be unnecessary. Because.
  • the user can select whether or not to perform the corresponding command (ignore braking) through the touch panel unit 130 according to the guidance.
  • the controller 200 may predict that rain (image) or snow (zero) is coming.
  • the indication and guidance indicating that the braking is not performed may be output through the touch panel 130 and the voice output unit 160.
  • control unit 200 basically controls the axelda control unit 310 of the vehicle in the rain or snow, the vehicle at a safe speed (for example, road conditions (high speed driving, general driving, etc.) It is preferable to automatically control the vehicle to drive, where the safety speed is controlled to decelerate from 20% to 50% of the normal speed.
  • a safe speed for example, road conditions (high speed driving, general driving, etc.) It is preferable to automatically control the vehicle to drive, where the safety speed is controlled to decelerate from 20% to 50% of the normal speed.
  • the controller 200 may display the driver to select whether to execute the corresponding command through the touch panel 130.
  • the controller 200 counts the time when the accelerator pedal 400 starts to be operated by the accelerator control unit 310, and continuously presses the pedal according to the set count value (for example, less than 10 seconds). When the count value (per second) exceeds the set count value as it is increased (up), it is recognized as out of the slow mode.
  • the count value is decreased, and if it is less than or equal to the set count value, it is recognized as a slow mode.
  • Such a technology may also be displayed and guided through the touch panel 130 and the voice output unit 160 and executed or ignored according to a user's selection.
  • FIG. 2 is a block diagram illustrating in detail the sensing unit of the automatic driving safety distance control system of the present invention.
  • the sensing unit 110 of the automatic driving safety distance control system of the present invention includes a front sequence 1100 for detecting an obstacle situation in front of the vehicle and a rear sequence for detecting an obstacle situation at the rear of the vehicle ( 1110, a traveling speed detection sequencer 1120 for detecting a traveling speed of the vehicle, and a brake unlocking sequencer 1130 for detecting an operation signal of the accelerator pedal 400 of the vehicle to unlock the brake pedal 500. ), A brake lock sensor 1140 that locks the brake pedal 500 when the vehicle brake pedal 500 is operated, a weather condition sensor 1150 that detects a weather condition outside the vehicle, and an inclination of the vehicle driving road (uphill / And an elevation angle 1160 for detecting downhill).
  • the front sequencer 1100 is basically a sequence for detecting the distance between the obstacle in front of the vehicle and the vehicle, and the front left side for detecting the left obstacle in front of the vehicle as a normal laser sequence for detecting the distance between the obstacle in front of the vehicle and the vehicle.
  • the front order 1100 is composed of a laser order that can detect obstacles from the front order 1100 to the front of the vehicle from 0.5m to 150m, such a laser order as an embodiment, the inter-vehicle distance control system (SCC) In order to measure the distance from a preceding vehicle (obstacle) in Smart Cruise Control (ACC) or Adaptive Cruise Control (ACC), laser or millimeter wave technology is usually used or more advanced products are continuously released. It is becoming.
  • SCC inter-vehicle distance control system
  • ACC Smart Cruise Control
  • the front left sequencer 1101 and the front right sequencer 1102 have respective sensing signal converters 1103 and 1104 for converting the respective sensing signals and transmitting them to the control unit 200.
  • the sensing signal converters 1103 and 1104 are preferably connected to the control unit 200 in a universal serial bus (USB) manner.
  • USB universal serial bus
  • the communication method between the front order 1100 and the control unit 200 may be various, such as a pulse method, a DC voltage method and a DC current method.
  • the pulse transmission method is used to transmit data in serial RS232 (or RS485) format, and the data output rate is 400 to 1000 Hz so that the control unit 200 in the sensing signal converters 1103 and 1104 (for example, a USB converter) is used.
  • Information sensing data
  • the laser beam is fired at the front obstacle 1100 in front of the sensor, and the control unit 200 at the sensing signal converters 1103 and 1104 of the front scanner 1100 is about the information from the laser reflected by the obstacle. It is processed to read and communicate the processed information in the communication mode.
  • the range measurement starts at a rate of 400 to 1000 Hz.
  • the range measurement consists of a single laser pulse.
  • the signal received from the pulse is processed into range data and transmitted in serial RS232 format.
  • This range data is output in 12-bit binary words and 2 bytes (8 bits).
  • the first byte consists of 6 most significant byte (MSB) words
  • the second byte consists of 6 least significant byte (LSB) words.
  • the data output rate is 400 to 1000 Hz as described above.
  • the laser scanner may detect a distance between the obstacle in front of the vehicle through an 8-bit MSB and an 8-bit LSB.
  • the MSB is 10111111 and the LSB is 00101100 among the values obtained through a conventional laser sensor
  • the values of “111111” except “10” indicating MSB and “111111” except “00” indicating LSB are used. If you get a value of 4095dm can be obtained.
  • 1dm can be defined as about 0.03663m.
  • the sensing signal converters 1103 and 1104 Range data (RANGE DATA) is processed according to the values of MSB and LSB from the range data (RANGE DATA) transmitted from the front left document 1101 or the front right document 1102 and transmitted to the control unit 200 in the serial RS232 format. do.
  • the transmission rate is 400 to 1000Hz, and can be transmitted at any one data rate selected from 9600 baud, 19200 baud, 38400 baud and 57600 baud. That is, it transmits at any one selected from baud rates of 9600, 19200, 38400, and 57600.
  • Such a value is transmitted from the sensing signal converters 1103 and 1104 to the control unit 200 in a serial RS232 (or RS485) format in a USB manner.
  • controller 200 may retransmit by modulating at a different baud rate when the controller 200 cannot read.
  • communication data transmitted and received can be confirmed with a dedicated CAD program on a dedicated PC.
  • the controller 200 may be designed as a programmable logic controller (PLC), and may calculate the measurement range (the distance between the vehicle and a pedestrian or obstacle in front of the vehicle) by applying the range data to the vehicle collision prevention program.
  • PLC programmable logic controller
  • the controller 200 does not read the range data, it is possible to select and retransmit at a different baud rate in addition to the 9600 baud rate, 19200 baud rate, 38400 baud rate, and 57600 baud rate.
  • the technical facts that anyone can know will be called, and the range data transmitted from the front order can be confirmed by a dedicated program of a dedicated PC connected to the control unit 200 and the wired / wireless communication network.
  • the controller 200 configured in the PLC (Programmable Logic Controller) method can read the corresponding information to execute the vehicle safety related program set for the obstacle in front of the vehicle.
  • PLC Programmable Logic Controller
  • the controller 200 outputs an alarm through the touch panel 130 and the voice output unit 160, and 50 to 30 m.
  • the accelerator pedal unit 400 is raised (reverse direction) through the accelerator control unit 310
  • the acceleration of the vehicle is made impossible and the speed is reduced.
  • the alarm panel is output through the touch panel 130 and the voice output unit 160 and the accelerator control unit 310 is controlled.
  • the brake pedal 500 is lowered through the brake control unit 320, thereby preventing the vehicle from being accelerated and reducing the speed as well as stopping the vehicle at least 5 m in front of the obstacle.
  • the car Such that the stop.
  • the controller 200 simultaneously operates the accelerator control unit 310 and the brake control unit 320 so that the vehicle is stopped unconditionally.
  • the rear sequencer 1110 includes a rear left sequencer 1111 that detects a left situation behind the vehicle, a rear central sequencer 1112 that detects a central situation behind the vehicle, and a rear right side detects a right situation behind the vehicle. It consists of a sequence 1113.
  • a rear sequencer 1110 may mainly be configured as a conventional rear sensed sequencer that detects the distance between the obstacle and the obstacle with respect to the adjacent obstacle behind the vehicle.
  • the elevation sensor 1160 detects an uphill road and a downhill road.
  • the uphill road and the downhill road are flat when 12, based on the output value of the elevation sensor 1160, downhill when 0 to 10 or less, and detected as uphill when 14 to 25.
  • 11 and 13 are ignored. This will be described in more detail with reference to the driving safety distance automatic control system user apparatus of the vehicle of Figures 10 to 20 attached.
  • an uphill road can be divided into a steep uphill and a steep uphill
  • the middle uphill is more than + 25 ° or less than + 25 °
  • the steep uphill can be detected uphill +25 ° or more.
  • the downhill road may also detect a slight intermediate downhill road (eg, -10 ° or more and less than 25 °) and a steep downhill road (-25 ° or more).
  • the output unit 160, the data storage unit 170, the wiper operation signal detector 180, the direction change signal detector 190, the deceleration / braking control unit 300, and the controller 200 are applied when the main power of the vehicle is applied. It is turned on at the time of vehicle start-up and is activated at the same time as it is turned on.
  • the sensing unit 110 may have a front or rear side and a side surface of another vehicle which may occur when the vehicle is traveling, left turn or right turn, U turn or rapid acceleration, or may be closer to the front of the vehicle within a predetermined distance or other vehicle. It detects various surroundings such as safety distance or close distance to obstacles and weather change conditions affecting driving of the vehicle.
  • control unit 200 turns off the front left door 1101 and the front right door 1102 when the right turn direction change or the left turn direction change of the vehicle is detected according to the turn signal detected by the turn signal detection unit 190. do.
  • the controller 200 brakes the vehicle in front of an obstacle when the wiper of the vehicle operates in two or more stages (in the rain) through the wiper operation signal detector 180 in the weather state sensing processor 1150 of the sensing unit 110. Since the distance to be increased is more than usual (eg, twice), the vehicle speed is controlled to be 50% of normal speed.
  • the braking is automatically turned off. This is because it may be rather dangerous due to the rotation of the vehicle when braking the vehicle on the ice in the freezing state.
  • the control unit 200 may allow the vehicle to decelerate at a safe speed by allowing the control unit 310 of the vehicle to ascend in a raining condition. For example, depending on road conditions (high speed driving, general driving, etc.), the wiper should be decelerated to 50% of normal speed.
  • controller 200 may decelerate to 50% of the normal speed when the outside temperature is below zero or the outside temperature is an image but rainy weather by the weather sensor 1150.
  • the vehicle may be in a dangerous situation when the road slips due to snow or rain, or the vehicle slips during normal braking while the road is frozen.
  • the sudden braking may be selected by the driver through the touch panel 130.
  • FIG. 3 is a block diagram illustrating a case in which the automatic driving safety distance control system for a vehicle according to the present invention is configured as a programmable logic controller (PLC).
  • PLC programmable logic controller
  • the PLC 2000 basically includes a memory unit 2010, an input unit 2020, and an output unit 2030. And a control unit 2040.
  • the memory unit 2010 of the PLC 2000 may be configured with a RAM and a ROM.
  • the memory unit 2010 may input various data related to vehicle driving safety through the loader 2800.
  • the loader 2800 may be a PC or a notebook having a dedicated program (dedicated CAD program) installed.
  • the loader 2800 may be connected when a program is input to the memory unit 2010, a program upgrade or an update. It is used and is generally separated.
  • the input unit 2020 may include a touch switch 2100 for detecting an input of a touch screen, a wiper operation signal detector 180, a direction change signal detector 190, a traveling speed detection processor 1120, and a brake lock release detector ( 1130, the brake lock sequence 1140, the weather state sensing sequence 1150, and the proximity switch 2200 that senses signals from the pressure sequences 312a and 322a of each of the accelerator control unit 310 and the brake control unit 320. And an input signal from the sequence switch 2300 that senses the signal from the front sequencer 1100.
  • the respective sensing signal converters 1103 and 1104 receive the pulse.
  • 6 MSB (6 most significant byte) and 6 LSB (least significant byte) for the signal are combined into range data (RANGE DATA) and input to the input unit 2020 by USB.
  • the controller 2040 outputs a command for safety management of the vehicle through the output unit 2030 according to a signal input through the input unit 2020 and a program stored in the memory unit 2010. That is, the range data input from the sensing signal converters 1103 and 1104 is interpreted according to a program stored in the memory unit 2010 to calculate the distance between the vehicle and the obstacle.
  • the output unit 2030 is a vehicle through the vehicle guide output unit 2400 (voice output unit), the solenoid 2500 (electronic case) or the pneumatic valve 2600 and the auxiliary relay 2700 for performing vehicle safety-related guidance Output safety-related program commands.
  • control unit 2040 may calculate the distance between the vehicle and the obstacle, and according to the result of calculating the distance between the vehicle and the obstacle, the vehicle guide output unit 2400 (voice output unit), the solenoid 2500 (electronic type) or the pneumatic valve 2600 and the auxiliary relay. (2700) to implement a vehicle safety management program.
  • FIGS. 4 and 5 are cross-sectional views showing an example of the operation of the accelerator pedal in the automatic driving safety distance control system of a vehicle according to an embodiment of the present invention.
  • the relationship between the accelerator control unit 310 actually operating will be described.
  • FIG. 4 An example of the operation of the accelerator pedal 400 in FIG. 4 is a cross-sectional view showing an example in which the accelerator pedal 400 is operated before the accelerator control unit 310 moves up, and FIG. 5 illustrates the deceleration / braking control unit 300. ) Is a cross-sectional view illustrating an example in which the accelerator control unit 310 operates to raise the accelerator pedal 400.
  • Axelda control unit 310 of the vehicle of the present invention is close to or different from the dangerous distance of the front or rear or side of another vehicle that may occur when the vehicle is traveling forward, left turn, right turn or u-turn, rapid acceleration
  • obstacles other than a vehicle are within a safe distance (about 5 m or less)
  • they have a mechanism that operates according to the weather environment (sub-zero, snow, rain, fog, night, etc.).
  • the accelerator pedal 400 of the vehicle is operated by the first solenoid 311. At this time, the accelerator pedal 400 can be operated up and down in the direction of arrows A1 to A2 by the accelerator control unit 310 when the vehicle is running. At this time, the accelerator depth detector 120 attached to the accelerator pedal 400 detects the stepped depth of the accelerator pedal.
  • the solenoid 321 connected to the brake control unit 320 may be understood as described with reference to FIGS. 6A and 6B. Can be understood to be controlled by becoming magnetic.
  • the accelerator control unit 310 supplies air to the first solenoid 311 and the first solenoid 311, and senses the air pressure therein when the air pressure rises or falls in the set pressure range.
  • An air compressor 312 having a pressure sensor 312a to be transmitted to the detection unit 240 and a first supply port 313a through which pneumatic air is supplied by the first solenoid 311 are provided.
  • One side is hinged to the piston rod 313c of the first pneumatic cylinder 313, the other side is a pin (316a)
  • the lower linkage is hinged to the support plate 315 so that the link 316 and the combined link 316 are rotatable up and down to support the lower portion of the accelerator pedal 400.
  • the lower end is formed with a pin feed groove 317a, which is coupled to the piston rod 313c of the first pneumatic cylinder 313, the pin 316a coupled to the other side of the link 316 hinged to one side thereof, to be transported. It includes a guide stop wave (braking plate) 317 for stopping the pedal 400 at a predetermined position to give a braking force to the vertical operation.
  • a guide stop wave (braking plate) 317 for stopping the pedal 400 at a predetermined position to give a braking force to the vertical operation.
  • first supply port 313a and the first discharge port 313b serve as the supply port 313a when the discharge port 313b for exhausting air when the flow direction of air pressure is reversed.
  • the air compressor 312 is the pressure is adjusted according to the air pressure of the air tank, the set pressure (Kg / cm2) range, that is, 5 ⁇ 10 Kg / cm2 pressure is always maintained, the pressure inside the air tank in the pressure range When the pressure falls below this pressure range, the air compressor 312 is switched on. On the contrary, when the air pressure of the air tank reaches the set pressure range, the air compressor 312 is turned off.
  • the pressure (Kg / cm 2) may be determined by referring to the lookup table by the program of the controller 200.
  • the air compressor 312a Senses this and transmits an alarm signal to the air pressure detector 240, and the air pressure detector 240 receiving the alarm signal from the pressure sensor 312a transmits the corresponding alarm signal through the controller 200.
  • the alarm 200 may sound an alarm sound through the voice output unit 160 to notify the driver of an abnormality of the air compressor 312 in advance, thereby preventing an accident.
  • the air pressure of the air compressor 312 provides a pressure to maintain the raised or fixed state of the accelerator pedal 400 in the vertical operation of the accelerator pedal 400.
  • the guide stop wave 317 automatically operates up and down by the operation of the accelerator control unit 310 according to the distance between the vehicle and the obstacle and the traveling speed signal. Accordingly, the accelerator control unit 310 provides a braking force to the accelerator pedal 400 by controlling the vertical movement of the accelerator pedal 400 with the guide stop wave 317.
  • the accelerator control unit 310 includes a second supply hole 319a through which the air is supplied through the air compressor 312 by the second solenoid 318 and the second solenoid 318.
  • a second discharge port 319b for discharging the air is provided, and is reciprocated up and down by the air supplied and discharged through the second supply port 319a and the second discharge port 319b to lower the lower portion of the accelerator pedal 400.
  • It includes a second pneumatic cylinder 319 is provided with a piston support rod (319c) for supporting.
  • FIG. 7A and 7B are cross-sectional views illustrating a relationship in which the brake control unit 320 of the deceleration / braking control unit 300 actually operates in the vehicle driving safety distance automatic control system according to the embodiment of the present invention.
  • the mechanism of the brake control unit 320 acting on the brake pedal 500 as shown in FIGS. 7A and 7B is configured to operate on a principle similar to the mechanism of the accelerator control unit 310.
  • FIGS. 6A and 6B show that the piston rod 323c prevents the pneumatic cylinder 323 from operating any of the brake controller 320 when the vehicle driver presses the brake pedal 500 in the direction indicated by the arrow B1 while driving in the normal state. ) And the primary link 324 and secondary link 325 in operation.
  • 7A and 7B illustrate that the brake pedal 500 is operated by operating the brake control unit 320 regardless of the driving intention of the vehicle driver according to the condition given through the sensing unit 110 of the vehicle.
  • the brake control unit 320 is operated so that the piston rod 323c of the pneumatic cylinder 323 is operated in the direction indicated by arrow B2, and is operated in the opposite direction to B2, so that the first link 324 and the first As the two links 325 are operated, the brake pedal 500 operates up and down.
  • the brake control unit 320 supplies air to the solenoid 321 and senses the internal air pressure when the air pressure rises or falls within the set pressure range, and alerts the control unit 200 through the air pressure detection unit 240.
  • the air compressor 322 is provided with a pressure sensor 322a for transmitting the air, and a supply port 323a through which the pneumatic air is supplied by the solenoid 321, and an outlet 323b through which the air inside is discharged.
  • the pneumatic cylinder 323 and the piston rod of the pneumatic cylinder 323 is provided with a piston rod 323c reciprocated from side to side by the air discharged through the supply port 323a and outlet 323b And a first link 324 and a second link 325 hinged between the 323c and the brake pedal 500.
  • the brake control unit 320 configured as described above receives the operation signal from the control unit 200 through the brake control unit 320 of the deceleration / braking control unit 300 in the same manner as the operation of the accelerator control unit 310.
  • the solenoid 321 is operated by the brake controller 320.
  • the solenoid 321 operates the air compressor 322 for compressing and supplying air at a constant pressure, and the air of the air compressor 322 is supplied through the supply port 323a to operate the pneumatic cylinder 323. do.
  • the solenoid 321 operates the pneumatic cylinder 323 by using the air compressor 322, the piston rod 323c of the pneumatic cylinder 323 is operated to operate through the first link 324 and the second link 325.
  • the brake pedal 500 is to be operated.
  • the supply port 323a and the discharge port 323b serve as the supply port 323a when the flow direction of the air pressure is reversed.
  • the air compressor 322 is the same as the air compressor 312 of the accelerator control unit 310 when the pressure of the air tank rises or falls below the pressure range, that is, the internal air pressure of the air tank 10Kg / When the pressure rises above 2 cm or falls below 5 Kg / cm 2, the pressure sensor 322a senses this and transmits an alarm signal to the control unit 200 through the air pressure detector 240, and receives the alarm signal from the pressure sensor 322a.
  • the controller 200 may prevent an accident by notifying the driver of an abnormality of the air compressor 322 by sounding an alarm sound through the voice output unit 160.
  • the brake lock step 1140 (see FIG. 2) for sensing the position of the brake pedal 500 is operated.
  • the brake lock order 1140 transmits a signal to the control unit 200 to transmit a signal to the solenoid 321 of the brake control unit 320 so that the brake pedal 500 is locked, that is, the brake pedal 500 stepped by the driver. ) Will be fixed.
  • the position of the brake pedal 500 may be fixed through the brake button unit 250.
  • the brake pedal 500 is locked on the uphill road or the downhill road using the brake button unit 250 so that the driver may stop the vehicle on the uphill road or the downhill road even when the driver does not step on the brake pedal 500. do.
  • the brake lock release mechanism 1130 installed in the accelerator pedal 400 as shown in FIG. 2 (FIG. 2). Reference) is activated to transmit an operation signal to the control unit 200, the control unit 200 transmits a signal to the solenoid 321 of the brake control unit 320 to release the lock of the brake pedal 500 and at the same time The vehicle is driven forward by the operation of the pedal 400.
  • the vehicle By locking the brake pedal 500 by the operation of the brake pedal 500 on such an uphill or downhill road, the vehicle remains stopped even when the driver does not continue to press the brake pedal 500. As the vehicle 400 is operated, the vehicle is driven forward while the brake pedal 500 is unlocked, thereby preventing the vehicle from being pushed backward.
  • the vehicle is stopped even when the driver is not stepping on the brake pedal 500 so that the brake pedal 500 is locked by using the brake button unit 250 when the signal is waiting or when the vehicle is stopped.
  • the locking of the brake pedal 500 is automatically released, so that the vehicle can be driven to further improve the driver's comfort.
  • FIG. 8 is a cross-sectional view illustrating a state in which the accelerator control unit 310 operates according to an operation signal of the wiper operation signal detector 180 according to a weather change in the vehicle driving safety distance automatic control system according to the present invention. That is, when the driver operates the wiper lever of the vehicle to clear the eyes of the front windshield in a rainy or subzero weather state, the wiper operation signal detector 180 (see FIG. 1) transmits a signal to the controller 200. The controller 200 operates the second solenoid 318 of the accelerator control unit 310.
  • the compressed air of the air compressor 312 is supplied through the second supply port 319a of the second pneumatic cylinder 319 and the second outlet ( 319b is closed so that the piston support rod 319c is operated upward to move the guide stop wave 317 to the top, ie 50% position.
  • the second pneumatic cylinder 319 of the accelerator control unit 310 is operated to decelerate the vehicle.
  • the second pneumatic cylinder 319 of the accelerator control unit 310 may operate in a slow motion while preventing rapid acceleration of the vehicle while the second pneumatic cylinder 319 is operated.
  • the controller 200 detects this when the driver operates the wiper of the vehicle, The second pneumatic cylinder of the control unit 310 is operated so that the operation of the brake control unit 320 is forcibly stopped while the vehicle is decelerated. In other words, it is possible to slow down at an appropriate speed while preventing sudden braking of the vehicle.
  • the meteorological state sensing sequence 1150 is configured with a sequence for detecting the temperature (image, sub-zero) outside the vehicle, a sequence for detecting the rain, and the like.
  • the operation signal detection unit 180 transmits a signal to the control unit 200, and the control unit 200 transmits an operation signal to the second solenoid 318 to return the piston support rod 319c of the second pneumatic cylinder 319 to its original position.
  • the accelerator pedal 400 By releasing the operation of the accelerator pedal 400.
  • the accelerator control unit 310 is a mechanism for controlling the deceleration of the vehicle by raising the guide stop wave 317 with respect to the accelerator pedal 400.
  • the brake control unit 320 acts on the brake pedal 500 to control the braking of the vehicle to secure a safety distance (about 5 m or less) during driving of the vehicle.
  • FIG. 9 is a view for explaining an example attached to the brake button unit in the vehicle according to the present invention.
  • the brake button unit 250 is attached to the inside of the vehicle shows that the brake button unit 250 is provided in the steering wheel 4000 of the vehicle, as shown in FIG. 9.
  • the brake button unit 250 may be installed not only on the steering wheel 4000 of the vehicle but also on the dashboard 4100 of the vehicle.
  • the brake button unit 250 may be particularly limited as long as it can be conveniently operated in a range that does not interfere with the driver's driving. There is no need.
  • FIG. 10 is a diagram illustrating an example of a user device for automatically controlling driving distance of a vehicle according to the present invention.
  • FIG. 10 a vehicle safety distance automatic control system user device main body 3000, a touch panel and a display unit 3100, and a vehicle safety distance automatic control system user device according to the present invention are illustrated in FIG. 10.
  • the camera 3200, a power input unit 3300, a speaker 3400, and a communication unit 3500 are included.
  • the touch panel and the display unit 3100 basically receive various commands input by the driver using a hand or a touch fan, and display various control situations of the vehicle operated by the automatic driving safety distance control system of the vehicle. .
  • Such various commands and various control status displays will be described in more detail below.
  • the camera is composed of a camera 3200 for photographing the inside of the vehicle.
  • a camera 3200 for photographing the inside of the vehicle.
  • an external photographing camera to photograph the outside of the vehicle and use it for a black box during a vehicle accident.
  • the power input unit 3300 supplies power to the driving safety distance automatic control system user device 3000 of the vehicle.
  • power can be supplied, for example, from a cigar jack inside the vehicle.
  • the speaker 3400 outputs various guides and password input guides when the driving safety distance automatic control of the vehicle is performed in the vehicle driving safety distance automatic control system.
  • the communicator 3500 may upgrade a program from a computer or the Internet, or output data stored in the first memory unit 220 or the second memory unit 230 to a computer.
  • the communication unit 3500 may be configured as a USB port.
  • FIG. 11 is a diagram for describing a configuration of a display unit of a user device for automatically controlling driving distance of a vehicle illustrated in FIG. 10.
  • the AIR display unit 3110 for displaying the abnormality of the air tank, to display the on / off of the brake Braking display unit 3120, control display unit 3130 for displaying on / off of the Acceler, front obstacle display unit 3140 for displaying front obstacles, elevation display unit 3150 for displaying elevation (uphill / downhill slope), left The left obstacle distance display unit 3160 for displaying the distance to the obstacle, the right obstacle distance display unit 3170 for displaying the distance to the right obstacle, the slow command touch unit 3180 for receiving the slow command, and the depth of stepping on the accelerator And a password touch unit 3195 for receiving a command for inputting a password.
  • the AIR display unit 3110 senses the internal air pressure of the air tank by the pressure sensor 322a to transmit an alarm signal to the control unit 200 through the air pressure detector 240. At this time, the AIR display unit 3110 is to display one of the ON / OFF, when the air is insufficient, the control unit 200 sounds an alarm sound through the voice output unit 160 to inform the driver of the abnormality of the air compressor 322. In order to prevent accidents by notifying the vehicle, the AIR display unit 3110 also displays, for example, an alarm by displaying OFF in the AIR display unit 3110.
  • the brake display unit 3120 displays ON / OFF of the brake, and the control display unit 3130 displays ON / OFF of the accelerator, indicating the current braking / control state of the vehicle. Tell it exactly.
  • the front obstacle display unit 3140 helps the driver to drive with more attention by displaying the front obstacle.
  • the elevation display unit 3150 displays an elevation (uphill / downhill slope) of the driving road so that the driver can drive with more attention. In this case, if the inclination is above or below the set angle according to the inclination of the driving road, it is an uphill or a downhill road.
  • an uphill road or a downhill road is generally an S-shaped road for convenience of a vehicle
  • the front left side 1110 and the front right side 1102 are unnecessary control when detecting the distance of the vehicle in the opposite lane from the curved road. Because you can brake.
  • downhill road is displayed as 11 or less
  • uphill road is displayed as 13 or more.
  • the left obstacle distance display unit 3160 and the right obstacle distance display unit 3170 display the distance to the left obstacle and the distance to the right obstacle in meters M, so that the driver can drive with more attention.
  • the slow command touch unit 3180 When the driver touches the slow command touch unit 3180 when the driver starts driving or parks the vehicle, the slow command touch unit 3180 turns off the front left order 1101 and the front right order 1102 to perform unnecessary control / braking. Do not do it.
  • Axelda depth display unit 3190 displays a slow display or stepped depth of the accelerator pedal 400, the axelda depth display unit 3190 increases from 0 to 1, for example, 1 per second, or 9 or less.
  • the driver releases the accelerator pedal 400 in less than a second, the driver immediately decreases to 0 again, and when the value exceeds 10, the driver automatically releases it in the slow mode.
  • the password touch unit 3195 inputs a password when the vehicle is started while driving, and when the passwords match, the controller 200 performs a normal operation for automatic control of the driving safety distance of the vehicle, and generates an error more than a set number of times. In this case, the camera 3200 photographs the driver inside the vehicle.
  • 12A and 12B are diagrams for describing a password input screen for driving a vehicle in the display unit illustrated in FIG. 11.
  • FIG. 13 and FIG. 14 are diagrams for explaining a control / braking state when a slow signal is input in the display unit shown in FIG. 11.
  • FIG. 13 and FIG. 14 are diagrams for explaining a control / braking state when a slow signal is input in the display unit shown in FIG. 11.
  • FIG. 13 and FIG. 14 are diagrams for explaining a control / braking state when a slow signal is input in the display unit shown in FIG. 11.
  • FIG. 13 and FIG. 14 are diagrams for explaining a control / braking state when a slow signal is input in the display unit shown in FIG. 11.
  • FIG. 13 and FIG. 14 are diagrams for explaining a control / braking state when a slow signal is input in the display unit shown in FIG. 11.
  • FIG. 13 and FIG. 14 are diagrams for explaining a control / braking state when a slow signal is input in the display unit shown in FIG. 11.
  • the accelerator depth display 3190 displays a slow display, that is, 0 to 9.
  • the AIR display unit 3110 displays 'ON'
  • both the braking display unit 3120 and the control display unit 3130 display 'OFF'.
  • the elevation display unit 3150 displays '12 (flat) '
  • the left obstacle distance display unit 3160 has an obstacle in front of the left front 9M
  • the right obstacle distance display unit 3170 is in front of the 9M in front of the right front It indicates that there is an obstacle.
  • the elevation display portion 3150 displays '12 (flat) '
  • the left obstacle distance display portion 3160 is 7M of the left front of the front
  • the right obstacle distance display unit 3170 indicates that there is an obstacle in front of 8M on the right front side
  • the axelda depth display unit 3190 displays '3'.
  • 15 and 16 are views for explaining a control / braking state in normal driving and high speed driving in the display configuration shown in FIG.
  • the control / braking in the normal driving and high-speed driving in the automatic driving safety distance control system of the vehicle as shown in Figs. 15 and 16, the normal driving (for example, the general road) of the obstacle is detected in front of the vehicle As shown in FIG. 15, both the brake display unit 3120 and the control display unit 3130 are 'ON' so that the vehicle can stop before 5M ahead.
  • both the brake display unit 3120 and the control display unit 3130 are 'ON' so that the vehicle can be stopped before 9M ahead as shown in FIG. 16. It is displayed. In this way, the braking / control must be turned on before 9M to actually avoid the collision with the obstacles.
  • the higher the value of the depth display unit 3190, the higher the value of the control unit 200 may recognize the high speed to perform the control / braking accordingly. That is, as shown in FIG. 15, the value of the Accelerda depth display unit 3190 is higher than the value of '60', as shown in FIG. 16. Since the speed is faster, the braking distance is relatively longer than that of FIG. 15, and thus braking / controlling is performed even if the distance from the obstacle is farther.
  • FIG. 17 is a view for explaining a control / braking state when a direction change signal is detected in the configuration of the display unit illustrated in FIG. 11.
  • the vehicle needs to change direction as needed while driving. This is the case, for example, when turning left, turning right or passing an obstacle or vehicle ahead.
  • both the braking display unit 3120 and the control display unit 3130 as shown in FIG. 17 are displayed as 'OFF' so that the vehicle may turn left, turn right, avoid an obstacle, or move forward with respect to the vehicle ahead. You can try to overtake.
  • FIG. 18 is a diagram for describing a control / braking state when a brake button is on in the display unit illustrated in FIG. 11.
  • FIG. 18 maintains the ON state of both the brake display unit 3120 and the control display unit 3130 when the brake button shown in FIGS. 1 and 9 is 'on' when the vehicle is stopped. Such a case can be usefully used for the driver, especially when the vehicle is stopped.
  • 19 and 20 are diagrams for describing a control / braking state in a slope of the display unit illustrated in FIG. 11.
  • the vehicle may drive not only a straight road but also an 'S' course, in which case the vehicle proceeds along the S course.
  • the vehicle traveling in the lane opposite to the driver's vehicle also proceeds along the S-shaped course.
  • the braking / control may be ignored by touching the slow command touch unit 3180.
  • both the braking display unit 3120 and the control display unit 3130 are in an 'OFF' display state.
  • the elevation display part 3150 shows “8” and shows that it is a downhill slope
  • the elevation display part 3150 shows "16" and shows that it is an uphill slope.
  • 21 to 38 illustrate examples of designing a program for automatic driving safety distance control of a vehicle according to the present invention using a micro PLC.
  • An example of designing a program for automatically controlling the driving safety distance of a vehicle according to the present invention by using a micro PLC is implemented by a program for automatically controlling the driving safety distance of a vehicle. This is accomplished by associating and coding each other using machine code or codes that are called only by CAD tools. More specifically, each line-by-line description of a number of pre-written codes first preceded by operating and operating a vehicle collision prevention program is referred to in more detail as described below.
  • the first to eleventh lines are for explaining the setting of the vehicle collision prevention program in the vehicle collision prevention system by the laser sequencer and the port communication.
  • the first line (design) shows that the vehicle collision prevention program is installed in the vehicle's driving safety distance automatic control system and activated by receiving power from the outside (C0 (Out)), which means preparing the vehicle for driving.
  • C0 (Out) the outside
  • the second line (design) designates the vehicle driving speed and the obstacle detection prediction distance while driving the vehicle.
  • the second line (design) detects the left and right detection distances measured by the left and right detection sequences installed in the vehicle.
  • LD V4000 to V4007 Left Right detection distance
  • LD K0 to K100 Left and right safety distance (for example, K0 is 0m, K5 is 5m, K10 is 10m, K20 is 20m, K30 is 30m, K50 is 50m, K70 is 70m, K100 is 100m Can be set)]
  • the third line (design) generates left and right detection signals so that the left and right detection signals are irradiated every 0.1 seconds when the left and right visions are set during vehicle driving. It immediately detects (detects) pedestrians or obstacles that have suddenly approached every 0.1 seconds, and stores the left and right sensing distances measured from them.
  • V2000 Left sensing distance measured by left hand
  • V3000 Right Right sensing distance measured by sequence
  • the left and right detection sequence operated by the vehicle collision prevention program of the present invention communicates data to have a data rate of 400 to 1000 Hz in RS-232 or RS-485 serial format, and the transmission rate at this time is 9600 baud rate. (baud rate), 19200 baud rate, 38400 baud rate and 57600 baud rate.
  • the object detection order includes a front order detecting and detecting whether there is a pedestrian or obstacle present in front of the vehicle.
  • a forward order is a procedure for detecting and detecting the distance between a pedestrian or obstacle in front of the vehicle and the vehicle, commonly referred to as a laser order.
  • the front sequence consists of a front left sequence that detects and detects pedestrians or obstacles in front of the vehicle, and a front right sequence that detects and detects pedestrians or obstacles in front of the vehicle.
  • the front wheel is used to scan a laser or millimeter wave to measure the distance to the preceding vehicle (or obstacle) in the Smart Cruise Control (SCC) or Adaptive Cruise Control (ACC). ⁇ ).
  • SCC Smart Cruise Control
  • ACC Adaptive Cruise Control
  • the front left and right sensors included in the front sequencer operate the vehicle through the universal serial bus which is connected to the left and right sensing signals (protocol values) generated by the detection and detection of pedestrians or obstacles using an internally instrumented protocol converter. Transmission to the control unit 200.
  • the front sensor performs data communication with the vehicle driving control unit 200 using a pulse method, a DC voltage method, or a DC current method.
  • the front panel communicates data in the RS-232 or RS-485 serial format with a data rate of 400 to 1000 Hz.
  • the front-side sensor emits a single laser pulse to the outside in real time after power is applied, thereby digitally converting the detected left and right protocol sensing signals from detecting and detecting the presence of a pedestrian or obstacle, It transmits to the vehicle driving control unit connected to the 232 format.
  • the left and right protocol sensing signals have a 12-bit binary word and 2 bytes of data.
  • the first byte of the two bytes of the range data consists of 6 most significant bits (MSB), the second byte consists of 6 least significant bits (LSB), and the MSB is an MSB. “10” is set and “00” is set to indicate that the LSB is the LSB.
  • the distance between the obstacle in front of the vehicle may be detected through an 8-bit MSB and an 8-bit LSB.
  • the front wheel of the present invention transmits the range data represented by the MSB and LSB included in the left and right digital sensing signals to the vehicle driving control unit as shown in [Table 3] as detecting and detecting a pedestrian or obstacle in front of the vehicle.
  • the measurement range (distance between the vehicle (pedestrian or obstacle)) is calculated by the vehicle driving control unit.
  • the measurement range of the laser laser of the present invention is described as an example as shown in Table 3, when the laser laser transmitting / receiving dozens of signals per second obtains an MSB value of 10000011 and an LDB value of 00000001, it is 193dm. It can be seen that the MSB of 10001101 and the LSB of 00101100 are 876dm, so that a distance value of about 32m can be obtained.
  • the data rate is 400 to 1000 Hz, and 1dm is set to about 0.03663.
  • the range data is as shown in Table 4 below.
  • MSB is 10111111 and LSB is 00101100 among the values obtained through the forward sequence
  • “111111” except “10” representing MSB and “111111” except “00” representing LSB are obtained. Can be obtained.
  • the field test results 4095dm is a value that can measure up to about 150m forward means that there is no pedestrian or any obstacle in about 150m ahead.
  • the data output rate is 400 to 1000 Hz as described above.
  • the front left and right front doors included in the front door can be configured to convert the MSB and LSB values from the range data (RANGE DATA) detected from the front left and right protocol sensing signals in the RS-232 or RS-485 format. Transmission to the driving control unit 200 to calculate the distance between the vehicle and the obstacle.
  • RANGE DATA range data
  • the transmission rate is 400 to 1000Hz, and can be transmitted at any one data rate selected from 9600 baud, 19200 baud, 38400 baud and 57600 baud. That is, it transmits at any one selected from baud rates of 9600, 19200, 38400, and 57600.
  • the fourth line (design) shows that the right side sensing distance measured by the right sequence is smaller than the right side safety distance previously stored in the memory address address, or the left side sensing distance measured by the left side is smaller than the left safety distance previously stored in the memory address address. If it is small, it is designed to output measured left and right detection signals respectively. In other words, for example, while the vehicle is traveling, the left side V2002 and the right side V3002 are normally communicated (V4000), and the left side V2002 and the right side V3002 are close to each other within 5 m in the left and right directions. If the vehicle is left turn, right turn, U-turn or vehicle turn signal output is off (for example, the left and right turn levers of the vehicle is neutral), the vehicle waits for a signal for rapid braking and rapid control.
  • the fourth line measures the value corresponding to V4000-K0 among the values of the memory set in the second line, the measured value of the left order V2002 and the measured value of the right order V3002 of the third line design. Indicate the command to compare and print. In other words, the command outputs when the memory value (V4000-K0) is smaller than left and right and the value is larger than the memory value (V4000-K0). That is, when an obstacle is found within 0M-5M even when the driver does not find the driver as well as when the driver detects the obstacle while driving the vehicle, the output is transmitted.
  • This fourth line design is an important I / O design of the vehicle's driving safety distance automatic control system, and the left sequencer V2002, the right sequencer V3002, and the left and right turn levers which are pre-stored in the memory V4000 when obstacles are approached.
  • C50 C52
  • C52 C52
  • the state remains on for the set time, and output C5 is off when C50 or C52 is on. Conversely, output C5 is only available when C50 or C52 is off. Wait for the next signal in o / n state.
  • the left and right monitoring sensor immediately detects (discovers) obstacles within 10m when the depth of stepped by Accelda is less than 50 to pass the turnaround time or steep uphill while driving the vehicle. It indicates that the safety distance between the obstacle and the obstacle is maintained at least 10m.
  • V4001 is the memory address
  • V3002 is the right sensing distance
  • V2002 is the left sensing distance
  • C30 is less than 50 Axelda pressure
  • C50 C52 is a U-turn, lever off for overtaking and left-right switching
  • the C125 indicates that the vehicle currently lacks a touch input for the stop (i.e. it is not a slow mode for the stop), and the C154 indicates an elevation off operation.
  • the left and right monitoring sensors immediately detect obstacles within 20m when the depth of stepped by Accelda is 50 to 70 after the turnover time or the steep climb. It indicates that the safety distance between obstacles is maintained at least 20m.
  • V4002 is the memory address
  • V3002 is the right sensing distance
  • V2002 is the left sensing distance
  • C50, C52 is a U-turn, lever off for overtaking and left-right switching
  • C125 is the vehicle's touch input for the current parking Is absent (ie, not in slow mode for parking)
  • C31 represents axelda off
  • C154 represents an elevation off operation.
  • the output is output to C70.
  • the fine dust occurs a lot on the dirt road, etc., if the front of the vehicle in front of the vehicle is a lot of smoke is ignored even if detected.
  • the 7th line design is designed to detect obstacles within 30m when the left and right monitoring sensors immediately detect the obstacles within 30m when the depth of stepped by Accelda is in the range of 80 to 110. It indicates that the safety distance between obstacles is maintained at least 30m.
  • V4003 is a memory address
  • V3002 is a right sensing distance
  • V2002 is a left sensing distance
  • C125 means that the vehicle has no touch input for parking at present (ie, it is not a slow mode for parking)
  • C50, C52 is a U-turn, but a lever-off for overtaking and left-right switching
  • C32 is an axelda stepped depth value of 80 to 110
  • C154 is an elevation closed operation off.
  • the eighth line design is designed to detect obstacles within 50m when the left and right monitoring sensors immediately detect the obstacles within 50m when the depth of stepped by Accelda is in the range of 110 to 150. It indicates that the safety distance between obstacles is maintained at least 50m.
  • V4004 is a memory address
  • V3002 is a right sensing distance
  • V2002 is a left sensing distance
  • C125 means that the vehicle has no touch input for parking at present (ie, it is not a slow mode for parking)
  • C50, C52 is a U-turn, but a lever-off for overtaking and left-right switching
  • C33 is an axelda stepped depth value of 110 to 150
  • C154 is an elevation closed operation off.
  • the eighth line design is designed to detect obstacles within 50m when the left and right monitoring sensors immediately detect the obstacles within 50m when the depth of stepped by Accelda is in the range of 90 to 150 after the turnover time or the steep climb. It indicates that the safety distance between obstacles is maintained at least 50m.
  • V4004 is a memory address
  • V3002 is a right sensing distance
  • V2002 is a left sensing distance
  • C125 means that the vehicle has no touch input for parking at present (ie, it is not a slow mode for parking)
  • C50, C52 is a U-turn, but a lever-off for overtaking and left-right switching
  • C33 is an axelda stepped depth value of 90 to 150
  • C154 is an elevation closed operation off.
  • the design of the ninth line detects obstacles within 70m when the left and right monitoring sensors immediately detect the obstacles within 70m when the depth of stepped by Accelda is in the range of 100 to 150 after the turnover time or the steep climb. It indicates that the safety distance between obstacles is maintained at least 70m.
  • V4005 is a memory address
  • V3002 is a right sensing distance
  • V2002 is a left sensing distance
  • C125 means that the vehicle has no touch input for parking at present (ie, it is not a slow mode for parking)
  • C50, C52 is a U-turn, but a lever-off for overtaking and left-right switching
  • C34 is an axelda stepped depth value of 100 to 150
  • C36 is an axelda-off pressure of 60
  • C154 is an elevation angled off operation have.
  • the C36 in the ninth line design indicates that, for example, the axeldar is controlled when traveling at 70 Km / h or more on the highway, particularly when traveling at 80 to 100 Km / h or more.
  • the 10th line design is designed to detect obstacles within 100m when the left and right monitoring sensors immediately detect the obstacles within 100m when the depth of stepped by Accelda is in the range of 150 to 200 after the turnover time or the steep climb. It indicates that the safety distance between obstacles is maintained at least 100m.
  • V4006 is a memory address
  • V3002 is a right sensing distance
  • V2002 is a left sensing distance
  • C125 means that the vehicle has no touch input for parking at present (ie, it is not a slow mode for parking)
  • C50, C52 is a U-turn, but a lever-off for overtaking and left-right switching
  • C35 is an axelda stepped depth of 150 to 200
  • C36 is a pressure of 60 when the axelda is off
  • C154 is an angled off operation have.
  • the left scan V2002 and the right scan V3002 are first scanned again so that the obstacle detection of the automatic driving safety distance control system of the vehicle is zero.
  • the state indicates to activate the signal.
  • the 12th to 31st line designs are for explaining the analog communication program setting.
  • the driver cannot set the driving speed (km) in the program.
  • the photocurrent is changed to 4 to 20 mV, which is a DC current.
  • the analogue photocapacitor is attached to the vehicle accelerometer so that the driver can adjust the speed with the communication input and output by converting the change in the depth (vehicle speed) that the driver has stepped on from the photocell to the current.
  • the analog communication order is applied to the elevation angle required for the program when passing a speed reduction area such as a steep uphill road or a school.
  • a speed reduction area such as a steep uphill road or a school.
  • the engine puts a lot more load on the steep uphill than on the plain and changes more than the flat, so it uses an analog elevation sensor to steep uphill or steep downhill or in front of the school.
  • This program is needed to pass through a slow-moving area (unevenness) or cross a dirt road.
  • the twelfth line design represents an analog communication box module.
  • Such a module of the twelfth line design represents an analog communication memory condition processed by a controller (CPU) of a PLC.
  • the 13th line design is to set the up / down operation conversion of the Accelerda to the communication module applied by the PLC control unit.It is to set the stepped depth (vehicle speed) of the Accelerda from LOW ENGINEERING 0 to HIGH ENGINEERING 200 It is shown.
  • the minimum value 0 is a state in which the accelerator is not stepped on
  • the maximum value 200 is a state in which the accelerator is fully pressed down to the floor of the vehicle and is the maximum speed of the vehicle.
  • the 14th line design generates the detection signal by irradiating the acceleder's stepped depth to the set time, for example, every 0.1 seconds while driving the vehicle (V2500) and converting it to binary-coded decimal (BCD). It is designed to store and output to V2510. It is designed to generate a detection signal by irradiating the stepped depth at a set time, for example, every 0.1 seconds (V2500), converting it into a binary-coded decimal (BCD), and storing and outputting it to V2510.
  • the 15th line design generates a detection signal by irradiating the vehicle's elevation (angle) with the vehicle's elevation (angle) (uphill, downhill) at a predetermined time, for example, every 0.1 second (V2501). It is designed to convert to binary-coded decimal (BCD) and save and output to V2511.
  • BCD binary-coded decimal
  • the 16th line design is for setting the operation of the guide stop wave for the stepped depth of the accelerator while driving the vehicle, and the stepped depth of the accelerator measured by the accelerator installed in the vehicle is stored in the depth memory addresses (V5000 to V5007). This indicates that the vehicle pre-registers the current estimated speed of the vehicle in the memory addresses K0 to K200 on a road or highway for exclusive use of vehicles.
  • LD V5000 to V5007 Acceledum depth
  • LD K0 to K200 for example, K0 is 0Km / h, K50 is 50Km / h, K70 is 70Km / h, K80 is 80Km / h, K100 is 100Km / h, K120 is 120Km / h, K150 is 150Km / h, K200 is 200Km / h.
  • the 200 Km / h of the K200 is an example of the type of vehicle, namely, passenger cars (small, medium and large), vans (small vans, medium vans, large vans) and special vehicles (oil tanks, trailer trucks). , Ready-mixed vehicles, tow trucks, etc.) There. Such a safety distance of the vehicle can be calculated according to the expected speed of the vehicle.
  • the design of the 17th line is a program for automatic control of the driving safety distance of the vehicle, from the low ENGINEERING K0 to the high ENG K25 related to the case where the current driving road condition is uphill or downhill. It shows setting. At this time, it is set to 12 when horizontal.
  • the eighteenth line design is designed to compare the input value V2510 from the accelerator and the left sequencer V2002 and the right sequencer V3002.
  • the 19th line design compares the input value V2510 from the accelerator to K30 (30 Km / h or more) to K50 (less than 50 Km / h) and compares the input value V2510 from the accelerator to K30 (30 Km / h or more).
  • K50 (less than 50 Km / h)
  • X0 Accelerda pressure signal
  • the 20th line design compares whether the input value V2510 from the accelerator is K50 (50 Km / h or more) to K70 (less than 70 Km / h), and the input value V2510 from the accelerator is K50 (50 Km / h or more). ) To K70 (less than 70 Km / h), outputs the Accelerda pressure signal (X0) to C31. At this time, when the brake is locked, the brake is released.
  • the design of the 21st line compares the input value V2510 from the accelerator to K80 (80 Km / h or more) to K110 (less than 110 Km / h) and compares the input value V2510 from the accelerator to K80 (80 Km / h or more).
  • K110 (less than 110 km / h)
  • X0 Accelerda pressure signal
  • the 22nd line design compares the input value (V2510) from the accelerator to K90 (90 Km / h or more) to K150 (less than 150 Km / h) and compares the input value (V2510) from the accelerator to K90 (90 Km / h or more).
  • K150 less than 150Km / h
  • X0 Accelerda pressure signal
  • the twenty-third line design compares the input value (V2510) from the accelerator to K100 (100 Km / h or more) to K180 (less than 180 Km / h) and compares the input value (V2510) from the accelerator to K100 (100 Km / h or more).
  • K180 (less than 180Km / h)
  • X0 Accelerda pressure signal
  • the 24th line design compares the input value (V2510) from the accelerator to K150 (150 Km / h or more) to K200 (less than 200 Km / h), and compares the input value (V2510) from the accelerator to K150 (150 Km / h or more).
  • K200 (less than 200Km / h)
  • X0 Accelerda pressure signal
  • the 25th line design is designed to allow the guide stop wave to rise to the accelerator when the vehicle is traveling at high speed and the driver steps away from the accelerator. If less than K60), no signal is output from the accelerator V2510 to the brake. Thus, the brake is automatically activated. At this time, the output value is C36.
  • the design of the 26th line is designed to cause the guide stop wave to rise to the accelerator when the vehicle is traveling at high speed and the driver is disengaged from the accelerator, for example, the pressure is 30 (K30) when the accelerator is off. If less than 80 (K80), no signal is output from the accelerator V2510 to the brake. Thus, the brake is automatically activated. At this time, the value is output as C37.
  • This design allows the driver to automatically control the slow motion at the time of vehicle congestion (10-20m) so that the driver can automatically stop the vehicle without stopping the brake and stop the vehicle.
  • the twenty-seventh to twenty-ninth design is a program for automatic control of the vehicle's driving safety distance on some intermediate uphill, steep uphill and downhill roads.
  • the twenty-seventh line design outputs the detection of a slight uphill slope (e.g. more than 10 ° and less than 25 °) when the output value from the elevation angle V2511 is K14. At this time, the value is output as C40.
  • a slight uphill slope e.g. more than 10 ° and less than 25 °
  • the 28th line design outputs the detection of a steep uphill road (eg, 25 ° or more) when the output value from the elevation angle V2511 is K15. At this time, the value is output as C41.
  • the twenty-ninth line design outputs the detection of the downhill road when the output value from the elevation angle V2511 is K7. At this time, the value is output as C42.
  • the design of the 30th line compares the analog communication memory with the depth of the acceleratorless and outputs the value of C43 when it is less than K40.
  • the 31st line design detects the downhill detection angle between the analog communication memory and the high angle order and outputs the C44 value when K3 or more (a steep downhill).
  • the guide stop wave installed in the accelerator is turned on, the screen is loaded on the touch panel, and the program embedded in the PLC controller (CPU) is activated. If the driver is notified with a voice prompt to enter PASSWORD and subtitles on the screen, the driver inputs the preset password. If the passwords match, the guide stop wave installed in the axelda is released (OFF) to drive the vehicle. If the password is incorrect, the guide stop wave is kept in the ON state.
  • the password error program that is set repeatedly in a command to input the subtitles and voice repeatedly until the password is matched in the program when the password error occurs more than three times when the alarm sound and the video recording is automatically stored when the camera is installed on the touch panel. This is a design for preventing theft of the vehicle.
  • the thirty-third line design outputs a typo count CT0 when the password is input according to the screen touch (C126), and when the password is input, the touch screen is changed to a screen related to the password input (C114).
  • the 35th line design counts again (K2) whether the re-entered password matches the set password after the password input error occurs in the 34th line design.
  • the inputted password again counts (K3) whether the inputted password matches the set password. It is designed to output to C112.
  • the 37th line design is designed to output a touch (input) error to C113 when input errors C110 to C112 are input.
  • the touch screen is changed to the password input screen when the password is input according to the screen touch (C114), and the password input is prepared (FirstScan). If it is designed to output a change signal to the corresponding password touch screen (C114).
  • the 39-th line design prepares a password input (FirstScan) screen and processes the password when the password is input (V2005).
  • the 40-line design counts the number of times of inputting the password (V2100).
  • the vehicle driver enters a password (V2106).
  • the 43rd line design changes back to the password touch screen according to the password input error (C114). At this time, the screen change is set to V2106.
  • the screen change V2106 outputs a password input error error (C113).
  • the touch screen is changed (C114), the counter is increased (CT1), and a touch error is output (C127).
  • the touch screen is changed (C114) and the password is input again (C116), and the input password is output (C116).
  • a password alert C122 is output (C122).
  • the 51st line design to the 54th line design sets the slow time during driving, and when the driver touches the driving panel, only the slow time is reduced while the driver steps on the accelerator, and the slow time is turned on again when the driver releases the accelerator. ON), but if you step on the Axelda through a parking lot or a narrow alleyway, it is determined that you have entered the road, release the slow touch time, and automatically drive the safety distance when the vehicle is approaching an obstacle due to left and right directions. Allow the control braking program to run.
  • the slow ramp C131 is output according to the slow touch C101.
  • the 53rd line design is NOP (No operation), which is a preliminary line design that does nothing, maintains the 52nd line design until the time when it goes to the 54th line design, and does not affect the PLC control unit (CPU). go.
  • NOP No operation
  • Line 54 design is a MAGIC BOX under slow conditions.
  • the 55th line design and the 56th line design are for the automatic setting of the pneumatic compressor.
  • the touch air lamp C117 signal is sent.
  • the PLC control unit CPU checks air according to the touch air lamp 117 (Y0). At this time, if the quantity of air discharged from the compressor is explained again, set the minimum and maximum values for the stored air volume pressure level, and input ON / OFF to the PLC controller (CPU) according to the setting. When the signal is sent, the CPU compressor controls ON / OFF. When the amount of air or pressure is sent from the touch panel to the air storage tank (C117), the touch panel makes the signal visible to the driver on the touch screen. At this time, if the amount of air is less than the set value, it is designed to output an emergency situation such as an alarm sound.
  • the 57th to 60th line designs are designed to automatically turn the steering wheel at the end of a right turn, left turn, U turn, or overtaking for the front car when the turn lever is activated when passing the vehicle in front of the vehicle.
  • the direction switching lever is also turned off (0FF) to prevent the problem of automatically braking the obstacle when driving straight.
  • the 57th line design outputs C50 when switching left and right when turning left (X2) or when turning right (X3).
  • the left and right delay time T0 according to the turn of the U turn or the overtaking (C50) is output to C51 (C51).
  • the horizontal delay time T0 is set to 6 seconds. Of course, if necessary, it can be set between 5 and 7 seconds.
  • this left / right direction delay time T0 it is preferable to ignore the sensing signals of the left and right V2002 and the right and second V3002 for the corresponding time (for example, 6 seconds) even when the direction switching lever is in neutral. This is because when the vehicle turns left or right during the left turn, right turn, and U turn, the straight vehicle may pass the left turn or right turn vehicle, and even when the U turn turns, there may be a vehicle that is similar to the U turn.
  • the left and right delay time T0 is designed by the timer TMR according to the left and right directions, the U turn or the overtaking time C50 (K60).
  • the 61st line design to the 62nd line design are programs for reducing the vehicle traveling speed, for example, 30% to 50% during the wiper operation due to weather changes such as snow or rain.
  • the wiper operation output is output to C60 when the temperature is below zero (X7-zero sensing) when the wiper lever (X5) is operated.
  • the 62nd line design is designed according to the automatic driving safety distance control program of the vehicle in order to reduce the vehicle driving speed in case of rain or image (X7-image detection) when the wiper lever (X5) is operated, and to prevent problems caused by sudden braking. Do not brake. In other words, a big accident can occur during sudden braking.
  • the control or braking output is made according to the vehicle's automatic driving safety distance control program.
  • a laser sensor installed in a vehicle detects all objects and enters them into the program, which describes the detection of objects that do not need to be detected when all obstacles are in close proximity.
  • the 63rd line design is to output the distance between the obstacle and the vehicle when the laser sensor detects an obstacle, C5 is 5M, C6 is 10M, C7 is 20M, C10 is 30M, C11 is 50M, C12 is 70M, C13 is 100M If is detected as a signal of any one of the set to output the obstacle delay condition signal (C150).
  • the 64th line design sets the touch lamp control C151 to be output to the obstacle delay C152 during the obstacle delay condition signal C150 or the touch lamp control C151.
  • the 65th line design uses C160 for obstacle delay (C152) when C7 (20M), C10 (30M), C11 (50M), C12 (70M) and C13 (100M) are detected according to the distance to the obstacle during obstacle detection. Set this to output.
  • the timer (TMR) number of the CPU is set to T3, and the time is, for example, 2 seconds (K20). Set to. This is to prevent unnecessary braking by an object passing by the front of the vehicle such as fallen leaves or paper by giving a delay time of about 2 seconds even if the input signal C160 according to the distance to the obstacle is input.
  • the 67th line design is set to output to C161 after setting the timer T3.
  • the 68th line design outputs a touch brake (control) lamp signal through the C121 when the touch lamp force signal is close to an obstacle.
  • the braking delay time T6 sets the timer TMR sequence of the CPU to T5 through the control lamp, and the stop signal time is, for example, 0.6 seconds ( K6).
  • This 69th line design is for informing the detection of the speed of the currently running vehicle to another vehicle following the trailing when the speed of the running vehicle is reduced by detecting the front obstacle when controlled by the program while driving the vehicle. .
  • the brake pedal is set to about 0.6 seconds, the rear vehicle can recognize that the current vehicle is slowing down, while the actual vehicle speed is not reduced, so that the currently running vehicle and the rear vehicle can be safe from each other. .
  • the program is automatically operated before the driver by the laser signal, so if the brake is applied for about 0.6 seconds, the braking lamp is turned on while the actual vehicle speed is hardly reduced. Warnings can be given to the vehicle, which is expected to be particularly effective at night safety.
  • the 70th line design is to set, for example, 1.5 seconds (K15) for the timer sequence T6 after setting the braking operation time T5.
  • the design of the 71st line is to set the output to C162 during the timer input / output for the braking operation time T5. At this time, when C162 is output, the brake signal of the vehicle is automatically output. This allows the brake light to be output even when the brake pedal is not pressed, thereby securing a safety distance from other vehicles at the rear of the vehicle.
  • the obstacle delay time is set to, for example, 1 second (K10) for the timer sequence T10.
  • the 73rd line design is to set the obstacle delay signal to C152 after the obstacle delay time T10.
  • the 74th line design is set so that the vehicle elevation angle outputs the uphill detection to C153 when a slight hill detection signal C40 or a steep uphill detection signal C41 is input.
  • the hill signal delay time according to the uphill road detection signal C153 is set to the timer sequence T30, for example, 6 seconds (K60).
  • the 78-line design relates to guide stop wave operation in a vehicle's automatic driving distance control program.
  • C5 is the control braking priority according to the obstacle detection (5M)
  • C121 is the control braking priority according to the touch control lamp
  • C125 is slow
  • C50, C52 If there is no left turn, right turn or U turn or left / right overtaking signal
  • C60 is for sub-zero weather condition
  • C61 is for video weather condition
  • C116 is password lock or unlock and Axelda guide stop wave operation when vehicle key is applied. do.
  • Y1 final output guide stop wave operation signal is the control braking priority according to the obstacle detection (5M)
  • C121 is the control braking priority according to the touch control lamp
  • C125 is slow
  • C50, C52 If there is no left turn, right turn or U turn or left / right overtaking signal
  • C60 is for sub-zero weather condition
  • C61 is for video weather condition
  • C116 is password lock or unlock
  • the 79th line design relates to the final braking power, ie brake operation, in the vehicle's automatic driving safety distance control program.
  • C5 is the shortest braking operation according to the obstacle detection (5M)
  • C50, C52 is a U-turn, left turn, right turn or overtaking signal
  • C125 is the vehicle does not currently have a touch input for parking
  • C121 is output for brake operation (i.e. not in slow mode for parking)
  • the final braking output brake is activated via Y2 if it detects a normal rainy weather condition (image, snow or rain). Output the signal.
  • the 80th line design counts and records the number of failures in case of communication error or abnormality in the counter, the upper X0 is the communication signal when the signal is stepped on, and the lower X0 is the counter reset, the counter (CNT) communication error count.
  • Is CT5 and K100 is error input setting number.
  • the first scan counter sequence is CTA5 and the output is output to V2062 in the communication memory.
  • the eighty-eighth line design outputs Y11 when the Axeldar pressure release signal is input to X0 and the Axeldar pressure signal is input to X21.
  • the 83rd line design has an axeldar pressure signal (X0) when the output from the left sequencer V2002 is greater than or equal to K1 and less than K20, or the output from the right sequencer V3002 is greater than or equal to K1 and less than K20. Output to C70. This is the case where the left dust V2002 or the right dust V3002 detects fine dust or smoke.
  • the 84th line design is end of program (END).
  • the 85th line design is NOP (No operation), which does nothing.
  • FIG. 39 is a flowchart illustrating an automatic control method for deceleration, automatic control, and braking in a vehicle driving safety erasure automatic control system according to an embodiment of the present invention.
  • the control method of the vehicle's driving safety distance automatic control system initializes all sensing signals in the sensing unit 110 when the main power of the vehicle is first applied (S20). .
  • control unit 200 electrically connected to the sensing unit 100 determines whether the deceleration / braking control unit 300 is switched on (S30).
  • control unit 200 when the deceleration / braking control unit 300 is switched on (ON), the front left document 1101, the front right document 1102, the weather sensing sensor (1150) of the sensing unit 100 And elevation sensor 1160 senses obstacles in the vicinity of the vehicle itself, weather changes, and elevation, respectively (S40).
  • the stepwise command signal according to a preset program of the wiper of the vehicle If there is a change, the deceleration / braking control unit 300 may be driven by providing a stepwise signal corresponding thereto to the controller 200.
  • the calculating unit 210 of the controller 200 calculates the distance between the sensed vehicle and the obstacle in the sensing step S40 (S50). That is, the calculator 210 of the controller 200 reads the sensing signal of the obstacle input from the sensing unit 110, and thus calculates the distance to the obstacle.
  • the controller 200 determines whether the calculated distance to the front object calculated exceeds the reference value. That is, it is determined whether the front object is closer than the reference value or farther than the reference value (S60).
  • the deceleration / braking control unit 300 returns to the step of determining whether the switch is on (S30). .
  • the guide stop wave 317 of the accelerator control unit 310 operates. For example, the guide stop wave 317 automatically moves up according to the set distance. On the contrary, if the guide stop wave 317 is out of the distance of the reference distance value, the guide stop wave 317 returns to its original position.
  • the guide stop wave 317 is operated to increase the speed of the driving vehicle by forcibly decelerating the traveling speed by 50% compared to the reference speed set in the lookup table.
  • the second memory unit 230 inside the control unit 200 refers to the look-up table for controlling the braking of the vehicle, which is programmed and stored in the control panel, and executes a control command for the accelerator pedal 400 connected to the accelerator control unit 310.
  • the operation of the automatic control device of the vehicle according to the example starts.
  • the controller 200 initializes all the variables stored in the internal memory (S20) and then determines whether the deceleration / braking control unit 300 is turned on (S30).
  • the deceleration / braking control unit 300 may be configured as a switch for the driver to selectively on / off braking as needed, when the deceleration / braking control unit 300 is off, acceleration and deceleration to braking is It is not controlled automatically.
  • the controller 200 continuously determines whether the deceleration / braking control unit 300 is switched on. However, when the deceleration / braking control unit 300 is switched on, the control unit 200 senses when an obstacle is close to the front left door 1101 and the front right door 1102 to detect a front object. The sensing unit 110 senses the signal and converts it to an electrical signal and outputs the signal to the controller 200.
  • the accelerator pedal 400 and the brake pedal 500 are normally operated by the driver, and the front object is closer than the reference value. That is, when the calculated distance to the obstacle is smaller than the reference distance value of the lookup table, the controller 200 operates the guide stop wave 317 and the guide stop wave 317 moves upward by the controller 200. It automatically operates up and down to move the accelerator pedal 400 to the first position (S80).
  • the accelerator pedal 400 is automatically operated up and down to the first stop position, and the brake control unit 320 is operated at this time to operate the brake pedal 500 (S90).
  • the control unit 200 commands the brake control unit 320 to operate the solenoid 321 to operate the pneumatic cylinder 323. Activate
  • the pneumatic cylinder 323 operates to operate the piston rod 323c connected to the primary link 324 and the secondary link 325 while the brake pedal 500 operates to stop the vehicle.
  • the vehicle equipped with the automatic driving safety distance control system of the vehicle according to the present invention may approach a dangerous distance from another vehicle that may occur when driving forward, driving left or right, or driving at a U turn and rapid acceleration.
  • the mechanical mechanism by the operation command of the control unit 200 causes the axelda control unit 310 to move up with respect to the axelda pedal 400. Stop the descending movement of 400 to decelerate the vehicle.
  • 40 is a flowchart illustrating a method of moving up and down the accelerator control unit 310 of the automatic brake device for controlling the accelerator pedal in the vehicle safety management method according to the embodiment of the present invention.
  • step S70 of automatically operating the up and down operation of the accelerator pedal 400 the accelerator control unit 310 takes precedence over the braking signal of the brake control unit 320 when the vehicle approaches the obstacle.
  • the accelerator control unit 310 takes precedence over the braking signal of the brake control unit 320 when the vehicle approaches the obstacle.
  • the accelerator control unit 310 When the accelerator control unit 310 receives the operation signal (S702), the first solenoid 311 of the accelerator control unit 310 is the air compressor 312 by the operation signal of the input terminal through the electrical signal line of the controller 200
  • the first supply port (313a) is opened in accordance with a constant air pressure supplied or exhausted from the () and the outlet port (313b) is closed by the operation signal of the output end to drive the pneumatic cylinder 313 by the operation of the internal piston rod (313c). (S704).
  • the pneumatic cylinder 313 moves the internal piston rod 313c and the link 316 connected to the piston rod 313c (S706), and raises the guide stop wave 317 connected to the link 316. That is, the accelerator control unit 310 operates the guide stop wave 317 by the first solenoid 311 according to the operation signal calculated by the calculation unit 210 of the control unit 200 (S708).
  • the guide stop wave 317 is pushed up in the reverse direction of the step of stepping on the accelerator pedal 400 located above to control the operation of the accelerator pedal 100 (S710).
  • the accelerator pedal 400 is moved upward by the guide stop wave 317 to decelerate the speed of the vehicle.
  • FIG. 41 is a flowchart illustrating a method for operating a brake pedal after an accelerator pedal is operated in a vehicle driving safety distance automatic control method according to an exemplary embodiment of the present invention.
  • the method of operating the brake pedal in FIG. 41 is the same as that of operating the accelerator pedal of FIG. 40, and thus a detailed process thereof will be omitted.
  • control unit 200 commands the brake control unit 320 to control the pneumatic pressure through the solenoid 321 regardless of the intention of the vehicle driver to drive. Operate the cylinder 323 (S802).
  • the accelerator pedal 400 and the brake pedal 500 are returned to their original position according to the command of the control signal of the controller 200.
  • the guide stop wave 317 for operating 400 and the piston rod 323c for operating the brake pedal 500 are returned to their original positions.
  • the guide stop wave 40 acting on the vehicle's axelda pedal 400 moves upwards, and accordingly, the mechanical mechanism for controlling the speed of the vehicle by pushing the axelda pedal 400 up and down is forward.
  • the vehicle In the case of driving in the direction of a car, driving in a left turn or a right turn, or a U-turn and a rapid acceleration, the vehicle is operated before the other vehicle or other obstacles approach the safety distance to prevent the collision with the obstacle.
  • FIG. 42 is a flowchart illustrating a program scanning method for vehicle safety management using the automatic driving safety distance control system for a vehicle according to the present invention.
  • Program scanning method for vehicle safety management using the automatic driving safety distance control system of the present invention according to the present invention is shown in Figure 42, the power is applied to the vehicle (start-up), or reset through the touch panel unit 130 (Reset)
  • start-up or reset through the touch panel unit 130
  • reset When the processing is performed, all the I / O modules of the vehicle safety management system are reset, the self-diagnosis is performed, the existing data is cleared, the address of the I / O module is allocated, and the initialization process of registering the I / O module type is performed. S100).
  • the input image region refresh is performed to read the state of the input module and store it in the input image region before starting the operation of the program (S110).
  • 43 is a flowchart illustrating an embodiment of a vehicle safety management method for vehicle safety management using an automatic driving safety distance control system for a vehicle according to the present invention.
  • Vehicle safety management method for vehicle safety management using the automatic driving safety distance control system of the present invention when the power is applied to the vehicle (start-up), or if the reset (Reset) process through the touch panel 130 Start the run mode, and accordingly the vehicle controller starts the first scan when the run mode starts (S200).
  • the input image region refresh is performed to read the state of the input module and store it in the input image region before starting the operation of the program (S230).
  • operation S240 the set basic program related to driving safety and an interrupt program are executed.
  • the information of the non-recoverable module is output through the touch panel 130 (S290), and the corresponding function is excluded (S300).
  • the changed vehicle driving mode is performed (S330).
  • 44 is a flowchart illustrating an embodiment of a safety management method for driving a vehicle in a vehicle safety management method according to the present invention.
  • the safety management method during vehicle driving determines whether an obstacle is detected while driving the vehicle (S400). If it is determined that the obstacle is detected (S400), it is determined whether the elevation is detected (S405). If it is determined that the elevation is not detected (S405), the distance between the obstacle and the vehicle is calculated (S410).
  • the calculation result determines whether the distance between the vehicle and the obstacle is within 100 m (S420).
  • the obstacle detection is ignored. This may correspond to a case where the vehicle is momentarily in front of the vehicle and changed to another lane by an obstacle, for example, a front vehicle interruption.
  • the alarm through the touch panel 130 and the voice output unit 160 alerts that the obstacle in front (S440).
  • the distance between the vehicle and the obstacle is not within 50 to 30 m, the corresponding obstacle detection is ignored. This may correspond to a case in which a distance between an obstacle, such as a front vehicle, and the vehicle is farther away, or when the front vehicle is in front of the vehicle and changed to another lane.
  • the controller determines in operation S450 that the distance between the vehicle and the obstacle is within 50 to 30m, the controller generates a signal for controlling the accelerator pedal (S460). As a result, the accelerator pedal is automatically controlled, making vehicle acceleration impossible.
  • the detection of the obstacle is ignored. This may correspond to a case in which a distance between an obstacle, such as a front vehicle, and the vehicle is farther away, or when the front vehicle is in front of the vehicle and changed to another lane.
  • the controller determines in operation S470 that the distance between the vehicle and the obstacle is within 30 to 10 m, the controller generates a signal for controlling the brake pedal (S480).
  • the accelerator pedal is automatically controlled, and the brake pedal is operated in a state in which the vehicle acceleration is impossible, and the vehicle stops about 5m ahead.
  • Such brake pedal control determines whether the vehicle is stopped (S490), and proceeds until the vehicle is completely stopped.
  • 45 is a flowchart illustrating another embodiment of safety management when driving a vehicle in the automatic driving safety distance control system for a vehicle according to the present invention.
  • Another embodiment of the safety management when driving the vehicle in the automatic driving safety distance control system of the present invention sets the obstacle distance in the program memory as shown in Figure 45 (S500).
  • sensing data is input (S510)
  • the sensing data is analyzed (S520).
  • the term 'event' refers to a determination result of a controller that detects various control, braking signals, sensing signals, and detection signals of the vehicle.
  • step S530 If it is determined in step S530 that a sudden braking situation is detected, it is determined whether the set time has elapsed (S550).
  • the set time elapses is to determine whether a slight time, such as a short time passing by the vehicle in the S-shaped course or the like, has elapsed.
  • the determination result (S530) if the slow button is pressed, calculates the time to continuously press the accelerator pedal (S560). At this time, it calculates between 0 and 9 seconds.
  • the determination result S530 automatically adjusts the control / braking of the vehicle appropriately according to the distance between the current speed of the vehicle and the obstacle (S570).
  • the wiper of the vehicle operation for example, two or more stages
  • the vehicle speed is automatically decelerated (for example, 50%) (S580).
  • the brake pedal is held in a stepped state (S590).
  • 46 is a flowchart illustrating another embodiment of a safety management method when driving a vehicle among the vehicle safety management methods according to the present invention.
  • Vehicle Safety Management Method when driving a car is related to weather condition sensing and senses a weather condition in a vehicle driving mode (S600) (S610).
  • the deceleration condition of the weather condition is to determine whether the outside temperature is an image but whether it is raining or the outside temperature is below zero.
  • the meteorological condition is continuously determined during the deceleration operation at the set speed, and the meteorological condition continues to determine the deceleration condition (if it is raining or freezing in the case of an image) (S670).
  • the sudden braking prevention is set, and the braking prevention is displayed and guided through the touch panel unit and the voice output unit (S680).
  • 47 is a flowchart illustrating a vehicle theft prevention method of the vehicle safety management method according to the present invention.
  • Vehicle anti-theft method of the vehicle safety management method according to the invention when the vehicle is started (S700), the control unit 200 requests to enter a password through the touch panel 130 and the voice output unit 160. (S710).
  • the photographed image is stored in the data storage unit 170 (S760), if necessary, and later requested by an investigative agency.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Mathematical Physics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention porte sur un dispositif de commande logique programmable pour commander automatiquement une distance de conduite sûre d'un véhicule, et, de façon plus spécifique, sur un dispositif de commande logique programmable pour commander automatiquement une distance de conduite sûre d'un véhicule, qui commande automatiquement un accélérateur et un frein par la détection d'un piéton ou d'un obstacle lors de la conduite d'un véhicule, qui commande une augmentation ou une diminution de la vitesse de conduite pour maintenir une distance sûre entre un véhicule et un piéton ou entre un véhicule et un obstacle par réglage de la profondeur d'une pédale d'accélérateur par l'intermédiaire de la détection d'états météorologiques tels que de la pluie ou de la neige ou un changement de la température, et qui commande automatiquement l'accélérateur et un moyen de freinage par la mesure d'une altitude (d'une pente) d'une route de conduite.
PCT/KR2012/002177 2011-04-06 2012-03-26 Dispositif de commande logique programmable pour commander automatiquement une distance de conduite sûre d'un véhicule WO2012138074A2 (fr)

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KR1020110031828A KR101092643B1 (ko) 2011-04-06 2011-04-06 차량의 주행 안전거리 자동제어를 위한 프로그래머블 로직 콘트롤러

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CN110809543A (zh) * 2017-06-27 2020-02-18 五十铃自动车株式会社 车速控制装置
US11899331B2 (en) 2013-02-21 2024-02-13 View, Inc. Control method for tintable windows
US11940705B2 (en) 2013-02-21 2024-03-26 View, Inc. Control method for tintable windows
US11950340B2 (en) 2012-03-13 2024-04-02 View, Inc. Adjusting interior lighting based on dynamic glass tinting
US11960190B2 (en) 2013-02-21 2024-04-16 View, Inc. Control methods and systems using external 3D modeling and schedule-based computing
US11966142B2 (en) 2013-02-21 2024-04-23 View, Inc. Control methods and systems using outside temperature as a driver for changing window tint states

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CN110299024B (zh) * 2019-08-01 2024-02-20 吉林大学 一种城市道路路侧停车管控装置
KR102548300B1 (ko) 2021-03-30 2023-06-27 케이지모빌리티 주식회사 카메라를 이용한 안전거리 알람 방법
CN114454874B (zh) * 2022-02-21 2023-06-23 岚图汽车科技有限公司 一种自动泊车防止急刹的方法及系统

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CN110809543A (zh) * 2017-06-27 2020-02-18 五十铃自动车株式会社 车速控制装置

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