Adaptive Accelerator Error Detection Using Dynamic G-Sensor Criteria
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Solution Overview
Problem
Conventional methods for detecting a vehicle driver's erroneous application of the accelerator pedal are not accurate, especially during external impacts or when entering curves, leading to increased false determinations.
Innovation Solution
A determination apparatus that calculates longitudinal or lateral acceleration using a G-sensor, removes gravity components, and selects criteria data based on acceleration values to broaden the range of accelerator opening variations for determining erroneous applications, using either a normal-state or risky-state table depending on the level of risk.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If normal criteria for determining erroneous accelerator application are used, then the determination system operates with standard sensitivity, but the detection accuracy decreases during external impacts or high-speed curve entries leading to increased false positives
Solution Approach 1:
The patent applies dynamics by making the determination criteria adaptive rather than static. The ECU dynamically switches between normal-state and risky-state determination criteria based on detected vehicle conditions (impact or high-speed curve entry). This allows the system to adjust its sensitivity and thresholds in real-time, improving detection accuracy during critical situations while maintaining reliability through context-aware decision-making.
Solution Approach 2:
The patent changes the parameters used for accelerator application determination based on vehicle state. During normal conditions, standard accelerator opening thresholds are applied. When impact or high-speed curve conditions are detected, the system transitions to risky-state criteria with modified parameters (different threshold values, time constants, or determination logic). This parameter adaptation resolves the contradiction by optimizing detection accuracy for each operational context.
2Adaptability or versatility
If the range of accelerator opening variation for determining erroneous application is expanded, then detection coverage improves during impacts and curves, but the criteria become less specific leading to potential false determinations
Solution Approach 1:
The patent segments the determination process into distinct operational modes: normal-state determination and risky-state determination. Each mode has its own specific criteria and parameter ranges. During normal conditions, the system uses standard specific criteria. When impact or high-speed curve conditions are detected, it switches to risky-state criteria with expanded ranges. This segmentation allows the system to maintain high specificity in normal operation while achieving broad coverage during critical situations.
Solution Approach 2:
The system dynamically adjusts the determination criteria based on detected vehicle state. The ECU monitors for impact conditions (using G-sensor data) and high-speed curve entry conditions, then switches between normal-state and risky-state determination parameters. This dynamic adaptation enables the system to expand detection coverage when needed while maintaining determination specificity through context-appropriate criteria selection.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach enables more accurate detection of erroneous accelerator applications by expanding the range of accelerator opening variations and combinations, reducing false positives during impacts and high-speed curve entries.
Implementation Method 1
a longitudinal acceleration calculation unit which obtains acceleration applied in the longitudinal direction of a body of the vehicle based on a signal from a G-sensor installed in the vehicle
Data Source
AI summary
A determination apparatus is provided which is installed in a vehicle. A longitudinal acceleration calculation unit obtains acceleration applied in the longitudinal direction of the vehicle, removes an acceleration component corresponding to gravity from the acceleration, and regards the resultant value as longitudinal acceleration. A selection unit selects criteria data, when considering a first case where the absolute value of the longitudinal acceleration is a first value and a second case where the absolute value is a second value larger than the first value, so that a range of accelerator-opening variation by which occurrence of an erroneous application of the accelerator is determined or a range of accelerator-opening by which the occurrence is determined in the second case becomes larger than that in the first case. A determination unit determines the occurrence by applying the current variation in the accelerator-opening or the current accelerator-opening to the selected criteria data.