Driver examination vehicle AEB + ACPE dual-system fusion docking examination evaluation system and method

Abstract

The invention relates to a driver test vehicle AEB + ACE dual-system fusion docking test evaluation system and method, and the system comprises a main controller, a millimeter wave radar, a vehicle-mounted automatic diagnosis system, an automatic emergency braking execution unit, an accelerator mistaken stepping prevention execution unit, and a driving test evaluation terminal. The main controller comprises a microprocessor module, a CAN bus module and a gigabit network card module. The CAN bus module builds three independent data transmission channels by adopting a design of combining physical partition with vehicle-mounted equipment communication protocol isolation, and is bidirectionally connected with the microprocessor module, the main controller receives millimeter wave radar detection data and vehicle running state data and then carries out fusion analysis, the risk level of a front obstacle is accurately judged, and the safety of the vehicle is ensured. When the driver exam car runs, the ACPE pedal mistaken stepping suppression or AEB automatic emergency braking action is triggered, safety action information is synchronized to the exam equipment through the gigabit network card module, the exam judgment result is not interfered, accurate output of a safety defense instruction is achieved, and the running safety and stability of the driver exam car are effectively improved.

Description

A driving test vehicle AEB+ACPE dual-system integrated testing and evaluation system and method Technical Field

[0001] This invention relates to the field of driver training and testing vehicle technology, and in particular to a driver testing vehicle AEB+ACPE dual-system integrated testing and evaluation system and method. Background Technology

[0002] With the continuous increase in the number of cars in my country, the demand for driver training and testing is growing, and the driver training and testing industry is constantly raising its requirements for vehicle safety and intelligence. During driver's license tests, candidates are prone to dangerous situations such as accidentally pressing the wrong pedal or following too closely due to unfamiliarity with the vehicle, posing a serious threat to test safety.

[0003] Most existing driver's license test vehicles lack an integrated intelligent safety defense core control unit. The safety devices they are equipped with are fragmented, exhibiting numerous shortcomings: poor interface compatibility hinders efficient collaboration between different devices; data interaction lags, leading to untimely risk assessment and slow response of safety defense actions; insufficient control precision prevents the output of appropriate defense commands based on the actual risk level; and the actions of safety devices can easily interfere with the normal evaluation of the testing equipment, affecting the fairness and accuracy of the test. These problems result in suboptimal safety and stability in the operation of test vehicles, failing to meet the core requirement of providing a safety safety net without interfering with the evaluation process in driver's license test scenarios.

[0004] Therefore, developing a highly integrated, efficient, and precise testing and evaluation solution suitable for driver's license test vehicles, capable of ensuring that safety defense and test evaluation do not interfere with each other, has become a pressing technical problem for the current driver training and testing industry. Summary of the Invention

[0005] This invention addresses the problems of incompatible interfaces, lagging data interaction, insufficient control precision, and the tendency for safety defense actions to interfere with exam evaluation in existing driving test vehicle control systems. It proposes a dual-system integrated testing and evaluation system for driving test vehicles, combining AEB and ACPE. This system integrates multiple communication interfaces, enabling efficient data interaction between multiple devices and precise output of safety defense commands. While achieving proactive safety defense control of the test vehicle and improving its operational safety and stability, it also achieves precise synchronization of safety action information with the driving test evaluation system without interfering with the exam evaluation results. This invention also relates to a method for integrating the AEB and ACPE dual-systems for driving test vehicle evaluation.

[0006] The technical solution of the present invention is as follows:

[0007] A driver's license test vehicle AEB+ACPE dual-system integrated test and evaluation system is characterized by comprising: a main controller, a millimeter-wave radar, an on-board automatic diagnostic system, an automatic emergency braking execution unit, an accelerator pedal anti-misoperation execution unit, and a driver's license test evaluation terminal.

[0008] The main controller includes a microprocessor module, a CAN bus module, and a gigabit network interface card (NIC) module; the CAN bus module is bidirectionally connected to the microprocessor module, and the gigabit network interface card (NIC) module is unidirectionally connected to the microprocessor module, allowing the microprocessor module to transmit data unidirectionally to the gigabit network interface card (NIC) module.

[0009] The CAN bus module employs a physical partitioning design combined with vehicle-mounted device communication protocol isolation to establish three independent data transmission channels. The first data transmission channel is connected to the millimeter-wave radar to receive detection data on the distance and orientation of obstacles ahead collected by the millimeter-wave radar. The second data transmission channel is connected to the vehicle's automatic diagnostic system to receive operating status data including vehicle speed, engine speed, and pedal travel. The third data transmission channel is connected to the automatic emergency braking unit and the accelerator pedal anti-misoperation unit, respectively, to output control commands to them.

[0010] The microprocessor module receives detection data transmitted through the first data transmission channel and operating status data transmitted through the second data transmission channel of the CAN bus module. It fuses and analyzes the detection data and operating status data, and determines the risk level, trigger action type, and trigger time based on a preset risk judgment algorithm adapted to low-speed conditions and the characteristics of accidental triggering by examinees in driving test scenarios. When the risk of accidental accelerator pedal depressing is determined, the microprocessor module sends a suppression command to the accelerator pedal depressing execution unit through the third data transmission channel to cut off the power output signal of the accelerator pedal. When the risk of collision is determined, the microprocessor module sends a braking command to the automatic emergency braking execution unit through the third data transmission channel to control the braking system to perform emergency braking.

[0011] The gigabit network card module receives the risk level, trigger action type, and trigger time transmitted by the microprocessor module, and establishes a one-way communication link with the driving test evaluation terminal, which transmits data only from the main controller to the driving test evaluation terminal. The one-way communication link achieves isolation through the one-way data transmission configuration of the physical transmission link combined with the instruction transmission restriction of the safety action information transmission protocol. While the microprocessor module sends the suppression command / braking command, the gigabit network card module synchronizes the risk level, trigger action type, and trigger time to the driving test evaluation terminal through the one-way communication link.

[0012] Preferably, the main controller further includes a short-range wireless transmission module, an HDMI module, a human-machine interaction module, and an audio output module. The short-range wireless transmission module is bidirectionally connected to the microprocessor module and is used to configure parameters and download logs between the main controller and external debugging equipment via a wireless network, as well as to synchronously display the risk level, trigger action type, and trigger time with the wireless display terminal. The HDMI module is bidirectionally connected to the microprocessor module and is used to transmit the risk level, trigger action type, and trigger time of the main controller to the external display device via the HDMI interface, realizing the visual display of safety action information. The human-machine interaction module is bidirectionally connected to the microprocessor module and is used to input control commands and display the operating status, risk level, and safety action records of the main controller. The audio output module is connected to the signal output terminal of the microprocessor module and is used to output corresponding safety alarm voice signals when the throttle anti-accidental pressing suppression or automatic emergency braking action is triggered.

[0013] Preferably, the CAN bus module employs a physical partitioning design combined with vehicle-mounted device communication protocol isolation to establish three independent data transmission channels. Specifically, the CAN bus module includes three independent CAN channels, each containing a vehicle-mounted CAN bus transceiver, decoupling capacitor, fuse, and TVS diode; wherein,

[0014] The vehicle-mounted CAN bus transceiver of the first CAN channel has a power supply pin grounded via a decoupling capacitor, and this power supply pin is also connected to a 3.3V power supply; its data pin is connected to the corresponding pin of the microprocessor module; its CAN_L pin is connected to the CAN0_L terminal via a fuse, and this CAN_L pin is also grounded through a TVS diode; its CAN_H pin is connected to the CAN0_H terminal via a fuse, and this CAN_H pin is also grounded through a TVS diode; the CAN0_H terminal and CAN0_L terminal of the first CAN channel are communicatively connected to the millimeter-wave radar and are used to receive the detection data collected by the millimeter-wave radar;

[0015] The second CAN channel's vehicle CAN bus transceiver has a power supply pin grounded via a decoupling capacitor, and this power supply pin is also connected to a 3.3V power supply; its data pins are connected to the corresponding pins of the microprocessor module; its CAN_L pin is connected to the CAN1_L terminal via a fuse, and this CAN_L pin is also grounded through a TVS diode; its CAN_H pin is connected to the CAN1_H terminal via a fuse, and this CAN_H pin is also grounded through a TVS diode; the CAN1_H and CAN1_L terminals of the second CAN channel are communicatively connected to the vehicle's automatic diagnostic system to receive vehicle operating status data.

[0016] The third CAN channel's vehicle-mounted CAN bus transceiver has its power supply pin grounded via a decoupling capacitor, and this power supply pin is also connected to a 3.3V power supply; its data pin is connected to the corresponding pin of the microprocessor module; its CAN_L pin is connected to the CAN2_L terminal via a fuse, and this CAN_L pin is also grounded through a TVS diode; its CAN_H pin is connected to the CAN2_H terminal via a fuse, and this CAN_H pin is also grounded through a TVS diode; the CAN2_H terminal and CAN2_L terminal of the third CAN channel are respectively communicatively connected to the automatic emergency braking actuator and the accelerator pedal misoperation prevention actuator, and are used to output control commands to them.

[0017] Preferably, the unidirectional data transmission configuration of the physical transmission link is as follows: the port connecting the gigabit network card module and the driving test evaluation terminal is only open for the data transmission channel from the main controller to the driving test evaluation terminal, and the reverse data reception channel is closed; the safety action information transmission protocol only defines the data packet format, transmission baud rate and verification rules for risk level, trigger action type and trigger time, so as to realize unidirectional synchronization of safety action information from the main controller to the driving test evaluation terminal.

[0018] Preferably, the microprocessor module includes a microprocessor and a crystal oscillator module;

[0019] The microprocessor receives detection data from millimeter-wave radar via the first data transmission channel of the CAN bus module, and vehicle operating status data from the on-board automatic diagnostic system via the second data transmission channel. It then fuses and analyzes the detection data and operating status data, determining the risk level, trigger action type, and trigger time based on a preset risk assessment algorithm. When the microprocessor determines a risk of accidental throttle pedal depressing, it sends a suppression command to the throttle pedal depressing prevention unit via the third data transmission channel of the CAN bus module. When it determines a collision risk, it sends a braking command to the automatic emergency braking unit via the third data transmission channel of the CAN bus module. Simultaneously, the microprocessor unidirectionally transmits the risk level, trigger action type, and trigger time to the gigabit network card module for synchronization with the driving test evaluation terminal.

[0020] The crystal oscillator module is connected to the clock pin of the microprocessor to provide the microprocessor with a working clock signal.

[0021] Preferably, the main controller further includes a power supply module, which is connected to the microprocessor module, the CAN bus module, and the gigabit network card module. The power supply module adopts a 12V vehicle voltage input, and outputs 5V and 3.3V DC voltages after graded voltage regulation. The 5V voltage powers the CAN bus module and the gigabit network card module, and the 3.3V voltage powers the microprocessor module.

[0022] Preferably, the power supply module includes an input filtering unit, a voltage regulator chip, and an output filtering unit connected in sequence.

[0023] The input filtering unit includes a fuse, a TVS diode, and a filter capacitor. The fuse is connected in series in the 12V vehicle voltage input line, and the TVS diode and filter capacitor are connected in parallel between the output terminal of the fuse and ground. The output filtering unit includes a decoupling capacitor and an inductor connected in parallel to smooth the output voltage. The input pin of the voltage regulator chip is connected to the 12V vehicle power supply through the input filtering unit. The voltage regulator chip converts the 12V vehicle voltage into 5V and 3.3V voltages after step-by-step regulation. The output pin of the voltage regulator chip outputs 5V and 3.3V voltages to the corresponding microprocessor module, CAN bus module, and gigabit network card module through the output filtering unit.

[0024] A method for evaluating the integration of AEB and ACPE dual systems in a driver's license examination vehicle, characterized by the following steps:

[0025] Isolated multi-channel data acquisition steps: Three independent data transmission channels, designed with physical partitioning and vehicle-mounted equipment communication protocols for isolation, are used to achieve independent transmission of data acquisition and command output. The first data transmission channel communicates with the millimeter-wave radar to receive detection data on the distance and orientation of obstacles ahead. The second data transmission channel communicates with the vehicle's automatic diagnostic system to receive operational status data, including vehicle speed, engine speed, and pedal travel. The third data transmission channel communicates with both the automatic emergency braking unit and the accelerator pedal anti-misoperation unit to output control commands to them.

[0026] Data fusion analysis and risk assessment steps: The microprocessor receives the detection data and operating status data collected in the isolated multi-channel data acquisition steps, and performs fusion analysis on the two types of data. Based on the preset risk assessment algorithm adapted to the low-speed working conditions of the driving test scenario and the characteristics of the candidate's operation error, it determines whether there is a risk of accidental accelerator pedal press or collision risk, and determines the corresponding risk level, trigger action type and trigger time.

[0027] Safety action execution steps: Based on the judgment results of the data fusion analysis and risk assessment steps, the microprocessor outputs the corresponding control command through the third of the three independent data transmission channels; if it is determined that there is a risk of accidental throttle pedal depressing, a suppression command is sent to the throttle pedal depressing execution unit to cut off the power output signal of the throttle pedal; if it is determined that there is a collision risk, a braking command is sent to the automatic emergency braking execution unit to control the braking system to perform emergency braking.

[0028] One-way data synchronization step: While sending control commands during the safety action execution step, the microprocessor transmits the determined risk level, trigger action type, and trigger time one-way to the gigabit network card module. The gigabit network card module synchronizes the above information to the driving test evaluation terminal through a preset one-way communication link. The one-way communication link achieves isolation through the one-way configuration of the physical transmission link combined with the restriction of the safety action information transmission protocol, realizing only one-way data transmission from the microprocessor to the driving test evaluation terminal, and does not receive any reverse data and commands from the driving test evaluation terminal.

[0029] Preferably, in the data fusion analysis and risk assessment step, the preset risk assessment algorithm based on the low-speed conditions adapted to driving test scenarios and the characteristics of candidates' accidental operation specifically includes:

[0030] The system presets a low-speed threshold for driving tests, a safe distance, and conditions for determining false triggering. The low-speed threshold is set to 0-20 km / h, the safe distance is set to 1-5 m, and the conditions for determining false triggering are that the sudden change in pedal travel is ≤5 mm / s and the duration is ≤0.3 s.

[0031] When the microprocessor performs fusion analysis, it first filters and removes noise from the distance to the obstacle ahead in the detection data, retains the effective distance data, and then combines the vehicle speed and pedal travel in the running status data with the preset driving test low speed threshold, preset safe distance and false triggering conditions.

[0032] If the comparison results meet the following conditions: distance to the obstacle ahead < preset safe distance, vehicle speed ≤ preset driving test low speed threshold, and the false triggering conditions are not met, then it is determined to be a collision risk.

[0033] If the comparison results meet the following conditions: the sudden change in pedal travel is greater than 5 mm / s, the duration is greater than 0.3s, the vehicle speed is less than or equal to the preset low-speed threshold for driving tests, and there are no obstacles in front or the distance to the obstacle is greater than the preset safe distance, then it is determined to be a risk of accidental accelerator pedal depressing.

[0034] Preferably, in the one-way data synchronization step, the one-way configuration of the physical transmission link of the one-way communication link specifically involves disabling the receive pin function of the gigabit network card module and retaining only the transmit pin function;

[0035] The specific limitations of the safety action information transmission protocol are as follows: the protocol only encapsulates three types of data fields: risk level, trigger action type, and trigger time, and does not reserve any fields for receiving reverse data and instructions from the driver's test evaluation terminal;

[0036] During synchronization, the gigabit network card module performs CRC checks on the transmitted data. If the check passes, synchronization is complete; if the check fails, the data is retransmitted until the check passes or the preset number of retries is reached.

[0037] The technical effects of this invention are as follows:

[0038] This invention relates to a dual-system integrated testing and evaluation system for driver's license examination vehicles, comprising a main controller, millimeter-wave radar, on-board diagnostic system (OBD), automatic emergency braking execution unit (AEB execution unit), accelerator pedal misoperation prevention execution unit (ACPE execution unit), gigabit network card module, and driving test evaluation terminal. This system achieves simultaneous recording of AEB and ACPE dual-system integrated safety protection and testing evaluation suitable for driver's license examination scenarios. The millimeter-wave radar collects real-time and accurate distance and orientation information of obstacles in front of the vehicle, providing reliable environmental perception data for judging forward collision risks. It is unaffected by environmental factors such as lighting and weather, and provides stable detection. Rapid response; the On-Board Diagnostics (OBD) system collects real-time vehicle speed, engine speed, pedal travel, and other operational status data, accurately reflecting the vehicle's current driving conditions and driver behavior, providing objective and accurate vehicle status data for risk assessment; the CAN bus module uses physical partitioning and vehicle communication protocol isolation to construct three independent data transmission channels, enabling independent transmission and non-interference of radar detection data, vehicle operating status data, and control commands, effectively avoiding signal crosstalk, data conflicts, and false triggers, improving system communication reliability and security, and is particularly suitable for driving test vehicle environments with extremely high stability requirements; the CAN bus module and microprocessor module are bidirectionally connected for C... The AN bus-based main controller interacts bidirectionally with the millimeter-wave radar, on-board automatic diagnostic system, automatic emergency braking actuator, and accelerator pedal misoperation prevention actuator. The microprocessor module fuses and analyzes the detection data from the millimeter-wave radar and the operational status data from the on-board automatic diagnostic system. It first filters and denoises the obstacle distance information, eliminating interference data and retaining valid distance information. Then, it comprehensively compares and judges the vehicle speed, pedal travel, preset driving test low-speed threshold, preset safe distance, and false triggering conditions: when the obstacle distance is less than the preset safe distance, the vehicle speed is within the driving test low-speed range, and false triggering is ruled out, a collision risk is accurately determined; when there is a drastic change in pedal travel and the duration exceeds the false triggering threshold... When the vehicle is at a low speed and there is no immediate risk of collision ahead, the system accurately identifies the risk of accidental accelerator pedal depressing. This judgment logic is highly adapted to the low-speed conditions and the characteristics of easy misoperation by test takers in driving test scenarios. It has high discrimination and low misjudgment rate, ensuring the effectiveness of safety protection while avoiding interference with normal driving test operations. The microprocessor module outputs control commands through the third CAN channel: it outputs a suppression command for the risk of accidental accelerator pedal depressing, reliably cutting off the power output signal of the accelerator pedal to prevent sudden acceleration of the vehicle due to accidental accelerator pedal depressing; it outputs a braking command for the risk of collision, controlling the braking system to perform emergency braking, actively avoiding or mitigating collision accidents. The two execution units work together to achieve dual safety protection of "accidental acceleration prevention" and "automatic emergency braking", significantly improving the driving safety of the test vehicle.A communication link is established between the gigabit network card module and the driving test evaluation terminal, with only one-way transmission from the main controller to the evaluation terminal. This is achieved through dual isolation via physical port configuration and a safety action information transmission protocol, preventing the evaluation terminal from reverse intruding, controlling, or interfering with the main controller, ensuring the safety control system's independence and immunity to external influences. Simultaneously, at the instant of executing a braking / restraint command, the risk level, trigger action type, and trigger time are synchronously uploaded to the driving test evaluation terminal, achieving strict synchronization between safety actions and evaluation records. This satisfies the traceability requirements of the examination evaluation while ensuring the operational independence and security of the vehicle safety control system. This invention integrates environmental perception, vehicle status acquisition, data fusion, risk assessment, safety execution, and one-way evaluation uploading, achieving deep integration of the AEB automatic emergency braking and ACPE accelerator pedal misoperation prevention dual systems. It is specifically optimized for the low-speed, high-frequency operation and accidental triggering scenarios of driving test vehicles, maximizing the safety and system stability of the examination process while ensuring accurate and traceable evaluation.

[0039] Furthermore, by adding a short-range wireless transmission module, an HDMI module, a human-machine interaction module, and an audio output module to the main controller, multiple functions such as system debugging, parameter configuration, information display, and voice alarms can be expanded. The short-range wireless transmission module facilitates remote debugging, log downloading, and synchronized information display by external devices. The HDMI module can stably output safety action information to external display devices via a wired connection for visual display. The human-machine interaction module allows staff to intuitively view the system's operating status and input control commands. The audio output module can promptly output voice alarms when safety actions are triggered, improving the system's usability, maintainability, and on-site safety in multiple ways. By integrating multiple interfaces and transmission methods, accurate output of safety defense commands can be achieved, enhancing the safety and stability of driver testing vehicle operation.

[0040] Furthermore, the CAN bus module is specifically defined as three independent CAN channels, and each CAN channel is equipped with an on-board CAN bus transceiver, decoupling capacitor, fuse, and TVS diode. This enables physical partitioning and electrical isolation at the hardware circuit level. The decoupling capacitor stabilizes the power supply and suppresses ripple interference, the fuse provides overcurrent protection, and the TVS diode provides electrostatic discharge and surge protection. This ensures that the three channels do not interfere with each other during signal transmission, have strong anti-interference capabilities, and high operational stability, further guaranteeing the reliability and security of radar data, vehicle status data, and control command transmission.

[0041] Furthermore, by configuring the physical ports of the gigabit network card module in a one-way manner, only opening the data transmission channel and closing the reverse reception channel, and defining only the necessary data format, baud rate and verification rules in the safety action information transmission protocol, a strict one-way transmission from the main controller to the driving test evaluation terminal can be achieved at both the hardware and protocol layers. This completely avoids the evaluation terminal from interfering with or intruding on the main controller, ensuring the traceability of test evaluation information while greatly improving the operational independence and security of the vehicle safety control system.

[0042] Furthermore, the microprocessor module is specifically defined as a microprocessor and a crystal oscillator module. The crystal oscillator module provides a stable and reliable operating clock for the microprocessor, ensuring that the microprocessor executes operations such as data reception, fusion and parsing, risk assessment, and instruction output in an orderly manner. The microprocessor can filter and denoise the detection data of the millimeter-wave radar, retain the effective distance data, and accurately compare it with the vehicle speed, pedal travel, preset low-speed threshold for driving tests, preset safe distance, and false triggering conditions. This reliably distinguishes between collision risk and accelerator pedal misoperation risk, adapting to the low-speed conditions of driving test scenarios and the characteristics of candidates' easy misoperation, while reducing the misjudgment rate and improving the accuracy of safe action execution.

[0043] Furthermore, by adding a dedicated power supply module to the main controller, using the vehicle-mounted 12V voltage input and tiered regulated output of 5V and 3.3V DC voltages, a suitable and stable operating power supply can be provided for the microprocessor module, CAN bus module, and gigabit network card module. Different modules are powered independently using corresponding voltages, avoiding power interference between different power consumption devices, ensuring long-term stable operation of all functional modules of the system, and improving the overall power supply reliability and environmental adaptability. Preferably, the power supply module is specifically defined as an input filtering unit, a voltage regulator chip, and an output filtering unit connected in sequence. The input filtering unit uses fuses, TVS diodes, and filter capacitors to achieve overcurrent, electrostatic discharge, and noise filtering protection for the input voltage. The output filtering unit further smooths the output voltage and reduces ripple through decoupling capacitors and inductors. The voltage regulator chip stably converts the vehicle-mounted 12V voltage to the 5V and 3.3V voltages required by the system, making the output power supply clean, stable, and with strong load-carrying capacity, further improving the power supply quality and operational stability of each module inside the main controller.

[0044] This invention also relates to a method for integrating and evaluating the AEB and ACPE dual systems in a driver's license examination vehicle. Corresponding to the aforementioned system for integrating and evaluating the AEB and ACPE dual systems in a driver's license examination vehicle, this method can be understood as a way to implement the aforementioned system. Its core technical effect lies in achieving the integration and linkage of the AEB and ACPE dual systems in a driver's license examination scenario through standardized and regulated process design, thus balancing the synchronicity and independence of safety protection and examination evaluation. This method employs three independent data transmission channels with physical partitioning and vehicle-mounted equipment communication protocol isolation to achieve independent transmission of data acquisition and command output. This effectively avoids various types of data crosstalk and conflicts, ensuring the reliability of transmission of obstacle data detected by millimeter-wave radar and operational status information such as vehicle speed, engine speed, and pedal travel read by the on-board diagnostic system (OBD). During the fusion and analysis process, the microprocessor first filters and denoises the distance to obstacles ahead in the detection data, eliminating interfering data and retaining valid information. Then, it accurately compares the operational status data with preset low-speed thresholds for driving tests, preset safe distances, and false triggering conditions, enabling efficient differentiation. The system accurately assesses collision risk and accelerator pedal misapplication risk, avoiding misjudgments and omissions. It is tailored to the low-speed conditions and prone-to-misoperation characteristics of driving test scenarios. Based on the assessment, it sends pedal misapplication suppression commands to the Accelerator Pedal Misapplication Prevention Execution Unit (ACPE) and automatic emergency braking commands to the Automatic Emergency Braking Execution Unit (AEB), simultaneously outputting safety alarm voice messages for rapid and precise safety action response. Simultaneously, it synchronizes safety action information to the driving test evaluation terminal via a gigabit network card module, employing a one-way notification approach without interfering with the test evaluation. This ensures the fairness and independence of the evaluation while maintaining the traceability of safety actions. The entire process is seamless and logically rigorous, achieving precise output of safety defense commands and efficient data interaction. This significantly improves the safety and stability of driving test vehicles, precisely meeting the core needs of driving test scenarios for safety protection, misjudgment control, and independent evaluation. Furthermore, the process is replicable and easily implemented, adaptable to various driving test vehicles without complex debugging. Attached Figure Description

[0045] Figure 1 is a schematic diagram of the structure of the driver's test vehicle AEB+ACPE dual-system fusion test and evaluation system of the present invention.

[0046] Figure 2 is a schematic diagram of the preferred structure of the main controller.

[0047] Figure 3 shows the preferred circuit diagram of the CAN bus module.

[0048] Figure 4 shows the preferred structure circuit diagram of the gigabit network card module.

[0049] Figure 5 is a schematic diagram of a preferred structure of a microprocessor.

[0050] Figure 6 is a schematic diagram of the preferred structure circuit of the short-range wireless transmission module.

[0051] Figure 7 shows the preferred circuit diagram of the HDMI module.

[0052] Figure 8 is a schematic diagram of the preferred structure of the audio input module.

[0053] Figure 9 is a schematic diagram of the preferred structure circuit of the audio output module.

[0054] Figure 10 is a schematic diagram of the preferred structure of the debugging interface module.

[0055] Figure 11 is a schematic diagram of the preferred structure of the power input module.

[0056] Figure 12 is a schematic diagram of the preferred structure of the +5V power supply module.

[0057] Figure 13 is a schematic diagram of the preferred structure of the +3.3V power supply module. Detailed Implementation

[0058] The present invention will now be described with reference to the accompanying drawings.

[0059] This invention provides a driver's license examination vehicle AEB+ACPE dual-system integrated examination and evaluation system. It is an intelligent safety defense system for driver's license examination vehicles that integrates multiple interfaces, boasts efficient data interaction, and provides precise control. It achieves active defense control, improving the safety and stability of the examination vehicle's operation, while not interfering with the examination evaluation. Figure 1 shows a schematic diagram of the system structure, including a main controller, millimeter-wave radar, on-board diagnostics (OBD) system, automatic emergency braking (AEB) execution unit, acceleration control for pedal error (ACPE) execution unit, and a driver's license examination and evaluation terminal. The main controller includes a microprocessor module, a CAN bus module, and a gigabit network card module. The CAN bus module is bidirectionally connected to the microprocessor module, and the gigabit network card module is unidirectionally connected to the microprocessor module, allowing for unidirectional data transmission from the microprocessor module to the gigabit network card module.

[0060] As shown in Figure 1, the CAN bus module adopts a design that combines physical partitioning with vehicle equipment communication protocol isolation to build three independent data transmission channels. The first data transmission channel (CAN1 data transmission channel) is connected to the millimeter-wave radar to receive detection data on the distance and orientation of obstacles ahead collected by the millimeter-wave radar. The second data transmission channel (CAN2 data transmission channel) is connected to the vehicle automatic diagnostic system to receive operating status data including vehicle speed, engine speed, and pedal travel. The third data transmission channel (CAN3 data transmission channel) is connected to the AEB execution unit and the ACPE execution unit respectively to output control commands to them.

[0061] The microprocessor module receives detection data transmitted through the CAN1 data transmission channel and operating status data transmitted through the CAN2 data transmission channel of the CAN bus module. It fuses and analyzes the detection data and operating status data, and determines the risk level, trigger action type, and trigger time based on a preset risk judgment algorithm adapted to low-speed conditions and the characteristics of accidental triggering by examinees in driving test scenarios. When the risk of accidental accelerator pedal depressing is determined, the microprocessor module sends a suppression command to the accelerator pedal anti-accelerator pedal execution unit (ACPE execution unit) through the CAN3 data transmission channel to cut off the power output signal of the accelerator pedal. When the risk of collision is determined, the microprocessor module sends a braking command to the automatic emergency braking execution unit (AEB execution unit) through the CAN3 data transmission channel to control the braking system to perform emergency braking.

[0062] The gigabit network card module receives the risk level, trigger action type, and trigger time transmitted by the microprocessor module, and establishes a one-way communication link with the driving test evaluation terminal, which transmits data only from the main controller to the driving test evaluation terminal. The one-way communication link is isolated by the one-way data transmission configuration of the physical transmission link combined with the instruction transmission restriction of the safety action information transmission protocol. While the microprocessor module sends the suppression instruction / braking instruction, the gigabit network card module synchronizes the risk level, trigger action type, and trigger time to the driving test evaluation terminal through the one-way communication link. That is, it transmits data in one direction and does not receive any reverse data or instructions from the driving test evaluation terminal.

[0063] Figure 2 is a schematic diagram of the preferred structure of the main controller in the AEB+ACPE dual-system fusion and docking examination and evaluation system of the driver's test vehicle of the present invention. In this embodiment, the main controller further includes a short-range wireless transmission module, an HDMI module, a human-computer interaction module, an audio output module, an audio input module, a storage module, and a debugging interface module. The short-range wireless transmission module is bidirectionally connected to the microprocessor module and is used to realize parameter configuration, log downloading, and synchronous display of risk level, trigger action type, and trigger time with the wireless display terminal via a wireless network. The HDMI module is bidirectionally connected to the microprocessor module and is used to transmit the risk level, trigger action type, and trigger time of the main controller to the external display device via the HDMI interface, realizing... The system includes: a visual display of safety action information; a human-machine interface module bidirectionally connected to the microprocessor module for inputting control commands and displaying the main controller's operating status, risk level, and safety action records; an audio output module connected to the signal output terminal of the microprocessor module for outputting corresponding safety alarm voice signals when triggering throttle misoperation suppression or automatic emergency braking actions; an audio input module connected to the signal input terminal of the microprocessor module for inputting voice signals; a storage module bidirectionally connected to the microprocessor module for long-term storage of millimeter-wave radar data, safety action logs, and vehicle operating information for subsequent traceability and debugging; and a debugging interface module bidirectionally connected to the microprocessor module for connecting debugging equipment to the main controller to achieve system debugging and parameter configuration.

[0064] Specifically, the CAN bus module employs a physical partitioning design combined with vehicle-mounted device communication protocol isolation to establish three independent data transmission channels. Specifically, the CAN bus module includes three independent CAN channels: a first CAN channel, a second CAN channel, and a third CAN channel. Each CAN channel includes a vehicle-mounted CAN bus transceiver, a decoupling capacitor, a fuse, and a TVS diode.

[0065] The vehicle-mounted CAN bus transceiver of the first CAN channel (CAN1 data transmission channel) has its power supply pin grounded via a decoupling capacitor, and this power supply pin is also connected to a 3.3V power supply; its data pin is connected to the corresponding pin of the microprocessor module; its CAN_L pin is connected to the CAN0_L terminal via a fuse, and this CAN_L pin is also grounded through a TVS diode; its CAN_H pin is connected to the CAN0_H terminal via a fuse, and this CAN_H pin is also grounded through a TVS diode; the CAN0_H terminal and CAN0_L terminal of the first CAN channel are communicatively connected to the millimeter-wave radar and are used to receive the detection data collected by the millimeter-wave radar;

[0066] The vehicle CAN bus transceiver of the second CAN channel (CAN2 data transmission channel) has its power supply pin grounded via a decoupling capacitor, and this power supply pin is also connected to a 3.3V power supply; its data pin is connected to the corresponding pin of the microprocessor module; its CAN_L pin is connected to the CAN1_L terminal via a fuse, and this CAN_L pin is also grounded through a TVS diode; its CAN_H pin is connected to the CAN1_H terminal via a fuse, and this CAN_H pin is also grounded through a TVS diode; the CAN1_H terminal and CAN1_L terminal of the second CAN channel are communicatively connected to the vehicle automatic diagnostic system for receiving vehicle operating status data;

[0067] The vehicle CAN bus transceiver of the third CAN channel (CAN3 data transmission channel) has a power supply pin grounded via a decoupling capacitor, and this power supply pin is also connected to a 3.3V power supply; its data pin is connected to the corresponding pin of the microprocessor module; its CAN_L pin is connected to the CAN2_L terminal via a fuse, and this CAN_L pin is also grounded through a TVS diode; its CAN_H pin is connected to the CAN2_H terminal via a fuse, and this CAN_H pin is also grounded through a TVS diode; the CAN2_H terminal and CAN2_L terminal of the third CAN channel are respectively communicatively connected to the automatic emergency braking actuator and the accelerator pedal anti-misoperation actuator, and are used to output control commands to them.

[0068] Furthermore, as shown in Figure 3, the CAN bus module includes ISO1050DUB (or the functionally equivalent ISO1050BDR) type CAN bus chips U12, U16, and U19, establishing three independent CAN bus channels to respectively adapt to the data transmission of millimeter-wave radar, vehicle OBD, and AEB / ACCE actuators, ensuring the stability and independence of data interaction; that is, the first CAN channel uses ISO1050DUB type CAN bus chip U12 as the vehicle CAN bus transceiver, the second CAN channel uses ISO1050DUB type CAN bus chip U16 as the vehicle CAN bus transceiver, and the third CAN channel uses ISO1050DUB type CAN bus chip U19 as the vehicle CAN bus transceiver. Their specific connection relationships are as follows:

[0069] Pin 1 (VCC1) of U12 is divided into two paths: the first path is grounded via capacitor C49, and the second path is connected to a 3.3V power supply. Pins 2 (RXD) and 3 (TXD) of U12 are connected to the corresponding terminals in the microprocessor module. Pin 4 (GND1) of U12 is grounded. Pin 5 of U12 is grounded. Pin 8 of U12 is connected to a 5V power supply. Pin 6 of U12 is divided into three paths: the first path is grounded via capacitor C56, the second path is connected to pin 1 of the BST23C152V TVS diode DT3, and the third path is connected to the CAN0_L terminal of the CAN bus module via fuse F9. Pin 7 of U12 is divided into two paths: the first path is connected to pin 2 of DT3, and the second path is connected to the CAN0_H terminal of the CAN bus module via fuse F8.

[0070] Pin 1 of U16 is divided into two paths: the first path is grounded via capacitor C74, and the second path is connected to a 3.3V power supply. Pins 2 and 3 of U16 are connected to the corresponding terminals in the microprocessor module. Pin 4 of U16 is grounded. Pin 5 of U16 is grounded. Pin 8 of U16 is connected to a 5V power supply. Pin 6 of U16 is divided into three paths: the first path is grounded via capacitor C80, the second path is connected to pin 1 of the BST23C152V TVS diode DT5, and the third path is connected to the CAN1_L terminal of the CAN bus module via fuse F12. Pin 7 of U16 is divided into two paths: the first path is connected to pin 2 of DT5, and the second path is connected to the CAN1_H terminal of the CAN bus module via fuse F11.

[0071] Pin 1 of U19 is divided into two paths: the first path is grounded via capacitor C88, and the second path is connected to a 3.3V power supply. Pins 2 and 3 of U19 are connected to the corresponding terminals in the microprocessor module. Pin 4 of U19 is grounded. Pin 5 of U19 is grounded. Pin 8 of U19 is connected to a 5V power supply. Pin 6 of U19 is divided into three paths: the first path is grounded via capacitor C97, the second path is connected to pin 1 of the BST23C152V TVS diode DT6, and the third path is connected to the CAN2_L terminal of the CAN bus module via fuse F14. Pin 7 of U19 is divided into two paths: the first path is connected to pin 2 of DT6, and the second path is connected to the CAN2_H terminal of the CAN bus module via fuse F13.

[0072] The microprocessor module → gigabit network card module → driving test evaluation terminal of this invention is a one-way transmission, thereby forming a one-way communication link from the main controller to the driving test evaluation terminal. The port connected to the gigabit network card module and the driving test evaluation terminal only opens the data sending channel from the main controller to the driving test evaluation terminal, and closes the reverse data receiving channel.

[0073] Further, as shown in Figure 4, the gigabit network card module includes key components such as a main control chip (or Ethernet control chip), an isolation transformer, signal pins, and an Ethernet interface (such as an RJ45 port). The isolation transformer provides electrical isolation and enhances anti-interference capabilities. The signal pins connect to the microprocessor module to receive safety action information to be transmitted. The RJ45 port, as the physical connection port to the driving test assessment terminal, only opens the data transmission channel and closes the reverse data reception channel, ensuring unidirectional transmission at the hardware level. At the communication protocol level, the safety action information transmission protocol defines only three data fields: risk level, trigger action type, and trigger time. It also clearly defines the data packet format, transmission baud rate, and verification rules, reserving no fields for receiving reverse data or instructions from the driving test assessment terminal. A CRC check mechanism is used to ensure the accuracy of data transmission. Through the dual design of unidirectional hardware configuration and protocol field restrictions on the Ethernet port (RJ45 port), high-speed, stable, and unidirectional transmission of safety action information between the main controller and the driving test assessment terminal is ensured, completely eliminating the possibility of external devices interfering with the operation of the main controller.

[0074] Furthermore, the microprocessor module of the present invention includes a microprocessor and a crystal oscillator module; the microprocessor receives detection data collected by millimeter-wave radar through the first data transmission channel of the CAN bus module, and receives vehicle operating status data collected by the on-board automatic diagnostic system through the second data transmission channel, and performs fusion analysis on the detection data and operating status data, and determines the risk level, trigger action type and trigger time based on a preset risk judgment algorithm; when the microprocessor determines that there is a risk of accidental throttle pedal depressing, it sends a suppression command to the throttle pedal depressing execution unit through the third data transmission channel of the CAN bus module; when it determines that there is a collision risk, it sends a braking command to the automatic emergency braking execution unit through the third data transmission channel of the CAN bus module; the microprocessor simultaneously transmits the risk level, trigger action type and trigger time unidirectionally to the gigabit network card module for synchronization with the driving test evaluation terminal; the crystal oscillator module is connected to the clock pin of the microprocessor to provide the microprocessor with a working clock signal.

[0075] As shown in Figure 5, in this embodiment, the microprocessor employs a high-speed computing and control processor module. It typically includes a computing core, cache, and control logic, but does not integrate a large-capacity on-chip memory or peripheral circuits. External memory, interface chips, and peripheral circuits are required to form a complete processing system. It is mainly used for complex calculations, data processing, risk assessment, and output. Its pins include communication interfaces such as CAN FD, LIN, SPI, I2C, and ETH. The processor package has stable power supply and grounding around its perimeter and in the central area, meeting the requirements for wide-temperature operation. Combined with a stable clock signal provided by a crystal oscillator module, the accuracy and reliability of the system's operations are ensured.

[0076] Figure 6 is a schematic diagram of the preferred structure of the short-range wireless transmission module in the AEB+ACPE dual-system fusion and docking examination and evaluation system of the driver's license examination vehicle described in this invention. In this embodiment, the short-range wireless transmission module includes an AW-CM358SM chip U11. The chip U11 is bidirectionally connected to the microprocessor module through the TX (transmit) and RX (receive) pins to achieve convenient data transmission and reception. At the same time, the module transmits and receives wireless signals through the AW-CM358SM antenna interface. The VCC pin is connected to the working power supply, and the GND pin is grounded. Together with external passive components such as resistor R1 and capacitor C1, it forms a stable working circuit. Through the wireless network, it realizes parameter configuration and log download of the main controller and external debugging equipment, as well as synchronous display of risk level, trigger action type and trigger time with the wireless display terminal.

[0077] It should be noted that the microprocessor and short-range wireless transmission module can also use other functionally adapted chips, as long as they can realize the wireless data interaction function described in this invention.

[0078] Figure 7 is a schematic diagram of the preferred structure of the HDMI module in the AEB+ACPE dual-system fusion testing and evaluation system of the driver's license test vehicle described in this invention. In this embodiment, the HDMI module is physically connected to an external display device through the HDMI module port. The signal pins on the module are bidirectionally connected to the microprocessor module to receive safety action information such as the risk level, trigger action type, and trigger time to be displayed. The power supply pin is connected to the working power supply, and the grounding pin is reliably grounded. Together with external resistors and capacitors, a stable driving circuit is formed. The safety action information of the main controller is transmitted to the external display device at high speed and stably through the HDMI interface, realizing the visualization of safety action information and expanding the data display scenarios.

[0079] Figure 8 is a schematic diagram of the preferred structure of the audio input module. In this embodiment, the audio input module includes a DNP_6050-P 52DB microphone chip P16 and an audio interface P12, which are used to collect voice commands and adapt to manual intervention in special scenarios. The specific connection relationship is as follows: pin 2 of the microphone chip P16 is grounded, and pin 1 is divided into four paths: the first path is grounded through the ESD5451N-2 / TR Zener diode DT4, the second path is connected to the 3.3V power supply after passing through resistor R70 and resistor R67 in sequence, the third path is grounded through capacitor C60, and the fourth path is connected to the corresponding terminal in the microprocessor module. Pin 1 of the audio interface P12 is divided into four paths: the first path is connected to the 3.3V power supply via resistors R45 and R44; the second path is grounded via the ESD5451N-2 / TR Zener diode DT1; the third path is connected to one end of resistor R46; and the fourth path is connected to the corresponding terminal in the microprocessor module. The other end of resistor R46 is divided into three paths: the first path is grounded via resistor R50; the second path is grounded via capacitor C39; and the third path is connected to the corresponding terminal in the microprocessor module. Pin 2 of the audio interface P12 is grounded via resistor R49 and Zener diode DT2; and pin 3 of the audio interface P12 is grounded via resistor R51 and Zener diode DT3.

[0080] Figure 9 is a schematic diagram of the preferred structure circuit of the audio output module. In this embodiment, the audio output module is used to output alarm voice signals such as obstacle warnings and pedal misstep reminders to improve the warning effect for examinees. Its core circuit structure is as follows: The signal output terminal on the left is a speaker interface for connecting an external physical speaker. One end of the speaker interface is divided into three paths: the first path is grounded through an ESD5451N-2 / TR type TVS transistor DT16 for electrostatic protection; the second path is grounded through a capacitor C84 for filtering; and the third path is connected to the corresponding signal output terminal of the microprocessor module. The other end of the speaker interface is divided into three paths: the first path is grounded through an ESD5451N-2 / TR type TVS transistor DT15 for electrostatic protection; the second path is grounded through a capacitor C83 for filtering; and the third path is connected to the corresponding signal output terminal of the microprocessor module. The TVS transistor, capacitor, and resistor in the circuit shown in Figure 9 together constitute the speaker driving and protection circuit. The speaker coil on the right is the driving load, realizing the output of the voice signal.

[0081] In this embodiment, the debugging interface module is implemented using a USB interface module, as shown in Figure 10. This module includes a USB interface, a control chip, an ESD transistor, and resistive and capacitive components. The VCC pin of the USB interface is connected to the working power supply, the GND pin is grounded, and the D+ and D- pins are bidirectionally connected to the microprocessor module for connecting USB flash drives, debugging devices, etc., to realize system debugging and parameter configuration and improve expandability.

[0082] Furthermore, the main controller of the driver's license test vehicle AEB+ACPE dual-system fusion testing and evaluation system of the present invention also includes a power supply module. The power supply module is connected to the microprocessor module, the CAN bus module and the gigabit network card module. The power supply module adopts a 12V vehicle voltage input, and outputs 5V and 3.3V DC voltages after graded voltage regulation. The 5V voltage powers the CAN bus module and the gigabit network card module, and the 3.3V voltage powers the microprocessor module.

[0083] Specifically, the power module includes an input filtering unit, a voltage regulator chip, and an output filtering unit connected in sequence. The input filtering unit includes a fuse, a TVS diode, and a filter capacitor. The fuse is connected in series in the 12V vehicle voltage input line, and the TVS diode and filter capacitor are connected in parallel between the output terminal of the fuse and ground. The output filtering unit includes a decoupling capacitor and an inductor connected in parallel to smooth the output voltage. The input pin of the voltage regulator chip is connected to the 12V vehicle power supply through the input filtering unit. The voltage regulator chip converts the 12V vehicle voltage into 5V and 3.3V voltages after step-by-step regulation. The output pin of the voltage regulator chip outputs 5V and 3.3V voltages to the corresponding microprocessor module, CAN bus module, and gigabit network card module through the output filtering unit.

[0084] In this embodiment, the power module includes a power input module, a +5V power module, and a +3.3V power module, which are connected sequentially to form a hierarchical power supply chain: the power input module, as shown in Figure 11, acts as an input filtering unit, responsible for preliminary filtering and protection of the external input power; the +5V power module, as shown in Figure 12, includes a voltage regulator chip and an output filtering unit, which regulates the voltage output from the power input module to +5V to power the CAN bus module, gigabit network card module, etc.; the +3.3V power module, as shown in Figure 13, includes a voltage regulator chip and an output filtering unit, which further regulates the voltage output from the +5V power module to +3.3V to power the microprocessor module, CAN bus transceiver chip, etc. These modules together constitute a complete power module, and its internal filtering and voltage regulation functions fully correspond to the limitations of the input filtering unit, voltage regulator chip, and output filtering unit, achieving the purpose of providing stable hierarchical power supply for the entire main controller and adapting to the voltage requirements of different modules.

[0085] As shown in Figure 11, in this embodiment, the specific circuit connection relationship of the power input module is as follows: One power input terminal of the power input module is connected to a +12V power supply, which is suitable for vehicle power supply scenarios; the +12V power input terminal is divided into two paths. The first path is grounded through an SMBJ15A type Zener diode TVS1, which serves as overvoltage protection; the second path is connected to one end of fuse F10, and the other end of fuse F10 is divided into four paths: the first path is grounded through capacitor E1, the second path is grounded through capacitor C62, the third path is grounded through capacitor C63, and the fourth path is connected to the +12V input terminal of inductor L3; the power output terminal of inductor L3 is divided into three paths: the first path is grounded through capacitor C64, the second path is grounded through capacitor C69, and the third path is connected to one end of inductor L2; the other end of inductor L2 is divided into two paths: the first path is grounded through capacitor C65, and the second path is the +12V power output terminal, which ensures the stability of the input power supply through multi-stage filtering.

[0086] As shown in Figure 12, in this embodiment, the specific circuit connection relationship of the +5V power supply module is as follows: The +5V power supply module includes an MP86575 power chip U18, which realizes a stable 12V to 5V step-down conversion; pin 1 of U18 is divided into four paths: the first path is connected to pin 13 of U18 via resistor R80, the second path is grounded via capacitor C85, the third path is grounded via capacitor E2, and the fourth path is connected to the +12V power supply; pins 2 and 14 of U18 are grounded; pin 13 of U18 is divided into two paths: the first path is grounded via resistor R84, and the second path is grounded via capacitor C111; pin 7 of U18 is connected to the 5V power supply; pin 12 of U18 is divided into three paths, the first path being connected to one end of resistor R83. The second path is connected to one end of resistor R82, and the third path is grounded via resistor R86. The other end of resistor R83 is divided into two paths: the first path is connected to pin 9 of U18 via resistor R81, and the second path is connected to one end of capacitor C87. Pin 9 of U18 is divided into two paths: the first path is connected to pin 10 of U18 via capacitor C81 and resistor R79, and the second path is connected to one end of inductor L5. The other end of inductor L5 is divided into six paths: the first path is connected to the other end of capacitor C87, the second path is connected to the other end of resistor R82, the third path is connected to the 5V power supply, the fourth path is grounded via capacitor C90, the fifth path is grounded via capacitor C91, and the sixth path is grounded via capacitor C920, ensuring a stable 5V output voltage.

[0087] As shown in Figure 13, in this embodiment, the specific circuit connection relationship of the +3.3V power supply module is as follows: The +3.3V power supply module includes an MP2457GJ-Z type power chip U21, which realizes 5V to 3.3V step-down conversion to adapt to the power supply of core modules such as microprocessors; pin 5 of the U21 is divided into four paths: the first path is connected to the 5V power supply, the second path is connected to pin 4 of the U21 through resistor R3, the third path is grounded through capacitor C2, and the fourth path is grounded through capacitor C1; pin 2 of the U21 (G ND) grounded; pin 1 (BST) of U21 is connected to pin 6 via C3; pin 3 (FB) of U21 is divided into two paths: the first path is grounded via resistor R2, and the second path is connected to the power output terminal via resistor R1; pin 6 of U21 is divided into five paths via inductor L1: the first path is grounded via capacitor C4, the second path is grounded via capacitor C5, the third path is grounded via capacitor C6, the fourth path is connected to R1, and the fifth path is the power output terminal of the +3.3V power module, ensuring a stable and reliable 3.3V output.

[0088] When this invention is used in a driver's license examination scenario, the main controller receives obstacle distance and orientation data from millimeter-wave radar in real time via the CAN bus, as well as vehicle speed, engine speed, and other operating information read from the vehicle's OBD. The microprocessor module accurately determines the risk level of obstacles ahead based on a preset algorithm. When a risk of accidental pedal depressing is detected, a suppression command is sent to the ACPE execution unit to prevent the vehicle from accelerating unnecessarily. When a collision risk is detected, an automatic emergency braking command is sent to the AEB execution unit to reduce the probability of a collision. Simultaneously, a voice alarm is output through the audio output module to remind the examinee. Furthermore, the ACPE suppression and AEB braking safety action information is synchronized to the examination equipment via the gigabit network card module, only recording information without interfering with the examination evaluation. In summary, this driver's license examination vehicle's AEB+ACPE dual-system integrated examination evaluation system has a high degree of integration, precise control, and efficient data interaction. It can achieve active safety defense for the examination vehicle, significantly improving the safety and stability of vehicle operation, and meeting the intelligent and safety upgrade needs of the driver's license examination industry.

[0089] This invention also relates to a method for evaluating the fusion of AEB and ACPE dual systems in a driver's license examination vehicle. Corresponding to the aforementioned fusion of AEB and ACPE dual systems in a driver's license examination vehicle, this method can be understood as a method for implementing the aforementioned fusion of AEB and ACPE dual systems in a driver's license examination vehicle, comprising the following steps:

[0090] S1. Isolated Multi-Channel Data Acquisition Steps: Three independent data transmission channels, designed with physical partitioning and vehicle-mounted equipment communication protocols for isolation, are used to achieve independent transmission of data acquisition and command output. The first data transmission channel is connected to the millimeter-wave radar to receive detection data on the distance and orientation of obstacles ahead. The second data transmission channel is connected to the vehicle's automatic diagnostic system to receive operational status data, including vehicle speed, engine speed, and pedal travel. The third data transmission channel is connected to both the automatic emergency braking unit and the accelerator pedal anti-misoperation unit to output control commands to them.

[0091] S2. Data Fusion Analysis and Risk Judgment Steps: The microprocessor receives the detection data and operating status data collected in the isolated multi-channel data acquisition step, fuses and analyzes the two types of data, and determines whether there is a risk of accidental accelerator pedal press or collision risk based on a preset risk judgment algorithm adapted to the low-speed working conditions of driving test scenarios and the characteristics of candidates' operation errors. The corresponding risk level, trigger action type and trigger time are also determined.

[0092] S3. Safety Action Execution Steps: Based on the judgment results of the data fusion analysis and risk assessment steps, the microprocessor outputs corresponding control commands through the third of the three independent data transmission channels; if the risk of accidental throttle pedal depressing is determined, a suppression command is sent to the throttle pedal depressing execution unit to cut off the power output signal of the throttle pedal; if the risk of collision is determined, a braking command is sent to the automatic emergency braking execution unit to control the braking system to perform emergency braking.

[0093] S4. One-way data synchronization step: While sending control commands during the safety action execution step, the microprocessor transmits the determined risk level, trigger action type, and trigger time one-way to the gigabit network card module. The gigabit network card module synchronizes the above information to the driving test evaluation terminal through a preset one-way communication link. The one-way communication link achieves isolation through the one-way configuration of the physical transmission link combined with the restriction of the safety action information transmission protocol, realizing only one-way data transmission from the microprocessor to the driving test evaluation terminal, and does not receive any reverse data and commands from the driving test evaluation terminal.

[0094] Furthermore, in the data fusion analysis and risk assessment step, the preset risk assessment algorithm based on the low-speed conditions adapted to driving test scenarios and the characteristics of candidates' accidental operation specifically includes:

[0095] The system presets a low-speed threshold for driving tests, a safe distance, and conditions for determining false triggering. The low-speed threshold is set to 0-20 km / h, the safe distance is set to 1-5 m, and the conditions for determining false triggering are that the sudden change in pedal travel is ≤5 mm / s and the duration is ≤0.3 s.

[0096] When the microprocessor performs fusion analysis, it first filters and removes noise from the distance to the obstacle ahead in the detection data, retains the effective distance data, and then combines the vehicle speed and pedal travel in the running status data with the preset driving test low speed threshold, preset safe distance and false triggering conditions.

[0097] If the comparison results meet the following conditions: distance to the obstacle ahead < preset safe distance, vehicle speed ≤ preset driving test low speed threshold, and the false triggering conditions are not met, then it is determined to be a collision risk.

[0098] If the comparison results meet the following conditions: the sudden change in pedal travel is greater than 5 mm / s, the duration is greater than 0.3s, the vehicle speed is less than or equal to the preset low-speed threshold for driving tests, and there are no obstacles in front or the distance to the obstacle is greater than the preset safe distance, then it is determined to be a risk of accidental accelerator pedal depressing.

[0099] Furthermore, in the one-way data synchronization step, the one-way configuration of the physical transmission link of the one-way communication link is specifically as follows: disable the receive pin function of the gigabit network card module and retain only the transmit pin function;

[0100] The specific limitations of the safety action information transmission protocol are as follows: the protocol only encapsulates three types of data fields: risk level, trigger action type, and trigger time, and does not reserve any fields for receiving reverse data and instructions from the driver's test evaluation terminal;

[0101] During synchronization, the gigabit network card module performs CRC checks on the transmitted data. If the check passes, synchronization is complete; if the check fails, the data is retransmitted until the check passes or the preset number of retries is reached.

[0102] It should be noted that the specific embodiments described above enable those skilled in the art to more fully understand the present invention, but do not limit the present invention in any way. Therefore, although the present invention has been described in detail with reference to the accompanying drawings and embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the present invention. In short, all technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the protection scope of the present invention patent.

Claims

1. A driver's license examination vehicle AEB+ACPE dual-system integrated examination and evaluation system, characterized in that, include: The system includes a main controller, millimeter-wave radar, an on-board automatic diagnostic system, an automatic emergency braking actuator, an accelerator pedal anti-misoperation actuator, and a driving test evaluation terminal. The main controller comprises a microprocessor module, a CAN bus module, and a gigabit network interface card (NIC) module. The CAN bus module is bidirectionally connected to the microprocessor module, while the gigabit network interface card (NIC) module is unidirectionally connected to the microprocessor module, allowing for one-way data transmission from the microprocessor module to the NIC module. The CAN bus module employs a physical partitioning design combined with on-board device communication protocol isolation to establish three independent data transmission channels. The first data transmission channel is connected to the millimeter-wave radar to receive detection data on the distance and orientation of obstacles ahead collected by the millimeter-wave radar. The second data transmission channel is connected to the on-board automatic diagnostic system to receive operating status data including vehicle speed, engine speed, and pedal travel. The third data transmission channel is connected to the automatic emergency braking unit and the accelerator pedal anti-misoperation unit to output control commands to them. The microprocessor module receives the detection data transmitted from the first data transmission channel of the CAN bus module and the operating status data transmitted from the second data transmission channel. It then performs fusion analysis on the detection data and operating status data and determines the risk level, trigger action type, and trigger time based on a preset risk assessment algorithm adapted to low-speed conditions in driving test scenarios and the characteristics of accidental triggering by examinees. When a risk of accidental accelerator pedal depressing is detected, the microprocessor module sends a suppression command to the accelerator pedal depressing execution unit through the third data transmission channel, cutting off the power output signal of the accelerator pedal. When a collision risk is detected, the microprocessor module sends a braking command to the automatic emergency braking execution unit through the third data transmission channel, controlling the braking system to perform emergency braking. The gigabit network card module receives the risk level, trigger action type, and trigger time transmitted by the microprocessor module, and establishes a one-way communication link with the driving test evaluation terminal, which transmits data only from the main controller to the driving test evaluation terminal. The one-way communication link is isolated by the one-way data transmission configuration of the physical transmission link combined with the instruction transmission restriction of the safety action information transmission protocol. While the microprocessor module sends the suppression command / braking command, the gigabit network card module synchronizes the risk level, trigger action type, and trigger time to the driving test evaluation terminal through the one-way communication link.

2. The driver's license examination vehicle AEB+ACPE dual-system integrated examination and evaluation system according to claim 1, characterized in that, The main controller also includes a short-range wireless transmission module, an HDMI module, a human-machine interaction module, and an audio output module. The short-range wireless transmission module is bidirectionally connected to the microprocessor module and is used to configure parameters and download logs between the main controller and external debugging equipment via a wireless network, as well as to synchronously display the risk level, trigger action type, and trigger time with the wireless display terminal. The HDMI module is bidirectionally connected to the microprocessor module and is used to transmit the risk level, trigger action type, and trigger time of the main controller to the external display device via the HDMI interface, realizing the visual display of safety action information. The human-machine interaction module is bidirectionally connected to the microprocessor module and is used to input control commands and display the operating status, risk level, and safety action records of the main controller. The audio output module is connected to the signal output terminal of the microprocessor module and is used to output corresponding safety alarm voice signals when the throttle anti-accidental pressing suppression or automatic emergency braking action is triggered.

3. The driver's license examination vehicle AEB+ACPE dual-system integrated examination and evaluation system according to claim 1 or 2, characterized in that, The CAN bus module employs a physical partitioning design combined with vehicle-mounted device communication protocol isolation to establish three independent data transmission channels. Specifically, the CAN bus module includes three independent CAN channels, each containing a vehicle-mounted CAN bus transceiver, decoupling capacitor, fuse, and TVS diode. The first CAN channel's vehicle-mounted CAN bus transceiver has its power pin grounded via a decoupling capacitor, and this power pin is also connected to a 3.3V power supply. Its data pin is connected to the corresponding pin of the microprocessor module. Its CAN_L pin is connected to the CAN0_L terminal via a fuse, and this CAN_L pin is also grounded via a TVS diode. Its CAN_H pin is connected to the CAN0_H terminal via a fuse, and this CAN_H pin is also grounded via a TVS diode. The CAN0_H and CAN0_L terminals of the first CAN channel are connected to the millimeter-wave radar for receiving detection data collected by the millimeter-wave radar. The second CAN channel's vehicle-mounted CAN bus transceiver has its power pin grounded via a decoupling capacitor, and this power pin is also connected to a 3.3V power supply. Its data pin is connected to the corresponding pin of the microprocessor module. Its CAN_L pin is connected to the CAN0_L terminal via a fuse, and this CAN_L pin is also grounded via a TVS diode. Its data pin is connected to the corresponding pin of the microprocessor module. The first CAN channel's CAN0_H and CAN0_L terminals are connected to the millimeter-wave radar for receiving detection data collected by the millimeter-wave radar. The CAN_L pin is connected to the corresponding pin of the microprocessor module via a fuse, and is also grounded through a TVS diode. The CAN_H pin is connected to the CAN1_H pin via a fuse, and is also grounded through a TVS diode. The CAN1_H and CAN1_L pins of the second CAN channel are connected to the vehicle's automatic diagnostic system for receiving vehicle operating status data. The third CAN channel's vehicle CAN bus transceiver has its power supply pin grounded through a decoupling capacitor, and is also connected to a 3.3V power supply. Its data pins are connected to the corresponding pins of the microprocessor module. The CAN_L pin is connected to the CAN2_L pin via a fuse, and is also grounded through a TVS diode. The CAN_H pin is connected to the CAN2_H pin via a fuse, and is also grounded through a TVS diode. The CAN2_H and CAN2_L pins of the third CAN channel are respectively connected to the automatic emergency braking unit and the accelerator pedal misoperation prevention unit for outputting control commands to them.

4. The driver's license examination vehicle AEB+ACPE dual-system integrated examination and evaluation system according to claim 1 or 2, characterized in that, The unidirectional data transmission configuration of the physical transmission link is as follows: the port connecting the gigabit network card module and the driving test evaluation terminal is only open for the data transmission channel from the main controller to the driving test evaluation terminal, and the reverse data reception channel is closed; the safety action information transmission protocol only defines the data packet format, transmission baud rate and verification rules for risk level, trigger action type and trigger time, so as to realize unidirectional synchronization of safety action information from the main controller to the driving test evaluation terminal.

5. The driver's license examination vehicle AEB+ACPE dual-system integrated examination and evaluation system according to claim 1 or 2, characterized in that, The microprocessor module includes a microprocessor and a crystal oscillator module. The microprocessor receives detection data collected by millimeter-wave radar through the first data transmission channel of the CAN bus module, and receives vehicle operating status data collected by the on-board automatic diagnostic system through the second data transmission channel. It then fuses and analyzes the detection data and operating status data, and determines the risk level, trigger action type, and trigger time based on a preset risk judgment algorithm. When the microprocessor determines that there is a risk of accidental throttle pedal depressing, it sends a suppression command to the throttle pedal depressing prevention execution unit through the third data transmission channel of the CAN bus module; when it determines that there is a collision risk, it sends a braking command to the automatic emergency braking execution unit through the third data transmission channel of the CAN bus module; the microprocessor also transmits the risk level, trigger action type and trigger time unidirectionally to the gigabit network card module for synchronization with the driving test evaluation terminal; the crystal oscillator module is connected to the clock pin of the microprocessor to provide the microprocessor with a working clock signal.

6. The driver's license examination vehicle AEB+ACPE dual-system fusion and evaluation system according to claim 1, characterized in that, The main controller also includes a power supply module, which is connected to the microprocessor module, the CAN bus module, and the gigabit network card module. The power supply module adopts a 12V vehicle voltage input, and outputs 5V and 3.3V DC voltages after graded voltage regulation. The 5V voltage powers the CAN bus module and the gigabit network card module, and the 3.3V voltage powers the microprocessor module.

7. The driver's license examination vehicle AEB+ACPE dual-system fusion and evaluation system according to claim 6, characterized in that, The power module includes an input filtering unit, a voltage regulator chip, and an output filtering unit connected in sequence. The input filtering unit includes a fuse, a TVS diode, and a filter capacitor. The fuse is connected in series in the 12V vehicle voltage input line, and the TVS diode and filter capacitor are connected in parallel between the output terminal of the fuse and ground. The output filtering unit includes a decoupling capacitor and an inductor connected in parallel to smooth the output voltage. The input pin of the voltage regulator chip is connected to the 12V vehicle power supply through the input filtering unit. The voltage regulator chip converts the 12V vehicle voltage into 5V and 3.3V voltages after step-by-step regulation. The output pin of the voltage regulator chip outputs 5V and 3.3V voltages to the corresponding microprocessor module, CAN bus module, and gigabit network card module through the output filtering unit.

8. A method for evaluating the integration of AEB and ACPE dual systems in a driver's license examination vehicle, characterized in that... The process includes the following steps: Isolated multi-channel data acquisition step: Three independent data transmission channels, designed with physical partitioning and vehicle-mounted equipment communication protocols for isolation, are used to achieve independent transmission of data acquisition and command output. The first data transmission channel communicates with the millimeter-wave radar to receive detection data on the distance and orientation of obstacles ahead. The second data transmission channel communicates with the vehicle's automatic diagnostic system to receive operational status data including vehicle speed, engine speed, and pedal travel. The third data transmission channel communicates with the automatic emergency braking unit and the accelerator pedal misoperation prevention unit, respectively, to output control commands to both. Data fusion analysis and risk assessment step: The microprocessor receives the detection data and operational status data acquired in the isolated multi-channel data acquisition step, fuses and analyzes the two types of data, and uses a preset risk assessment algorithm adapted to low-speed conditions in driving test scenarios and the characteristics of accidental triggering by examinees to determine whether there is a risk of accidental accelerator pedal misoperation or collision, and determines the corresponding risk. The risk level, trigger action type, and trigger time are determined. Safety action execution steps: Based on the judgment results of the data fusion analysis and risk assessment steps, the microprocessor outputs corresponding control commands through the third of the three independent data transmission channels. If the risk is determined to be a risk of accidental throttle pedal depressing, a suppression command is sent to the throttle pedal depressing execution unit to cut off the power output signal of the throttle pedal. If the risk is determined to be a collision risk, a braking command is sent to the automatic emergency braking execution unit to control the braking system to perform emergency braking. One-way data synchronization steps: Simultaneously with sending control commands in the safety action execution steps, the microprocessor unidirectionally transmits the determined risk level, trigger action type, and trigger time to the gigabit network card module. The gigabit network card module synchronizes the above information to the driving test evaluation terminal through a preset one-way communication link. The one-way communication link achieves isolation through the one-way configuration of the physical transmission link combined with the safety action information transmission protocol restrictions, enabling only one-way data transmission from the microprocessor to the driving test evaluation terminal, without receiving any reverse data or commands from the driving test evaluation terminal.

9. The driving test vehicle AEB+ACPE dual-system fusion and evaluation method according to claim 8, characterized in that, In the data fusion analysis and risk assessment steps, a preset risk assessment algorithm based on low-speed conditions adapted to driving test scenarios and the characteristics of candidates' accidental triggering includes: a preset low-speed threshold for driving tests, a preset safe distance, and accidental triggering conditions. The low-speed threshold is set to 0-20 km / h, the preset safe distance is set to 1-5 m, and the accidental triggering condition is a sudden change in pedal travel of ≤5 mm / s and a duration of ≤0.3 s. During microprocessor fusion analysis, the distance to obstacles ahead in the detected data is first filtered and denoised to retain the effective distance. The data, combined with the vehicle speed and pedal travel from the operating status data, is compared with the preset driving test low-speed threshold, preset safe distance, and false triggering conditions. If the comparison results meet the following conditions: the distance to the obstacle ahead is less than the preset safe distance, the vehicle speed is less than or equal to the preset driving test low-speed threshold, and the false triggering conditions are not met, then it is determined to be a collision risk. If the comparison results meet the following conditions: the sudden change in pedal travel is greater than 5 mm / s and the duration is greater than 0.3s, and the vehicle speed is less than or equal to the preset driving test low-speed threshold, and there is no obstacle ahead or the distance to the obstacle is greater than the preset safe distance, then it is determined to be a risk of accidental accelerator pedal depressing.

10. The driving test vehicle AEB+ACPE dual-system fusion and evaluation method according to claim 8 or 9, characterized in that, In the one-way data synchronization step, the one-way configuration of the physical transmission link of the one-way communication link is as follows: the receiving pin function of the gigabit network card module is turned off, and only the sending pin function is retained; the safety action information transmission protocol is restricted as follows: the protocol only encapsulates three types of data fields: risk level, trigger action type, and trigger time, and does not reserve any fields for receiving reverse data and instructions from the driver's license test evaluation terminal; during the synchronization process, the gigabit network card module performs CRC verification on the transmitted data. If the verification passes, the synchronization is completed. If the verification fails, the data is retransmitted until the verification passes or the preset number of retries is reached.

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