Safety control system and strategy for automatic driving target vehicle

Abstract

The invention provides a safety control system and method for an automatic driving target vehicle. The safety control system and method are used for improving the control performance of the automatic driving target vehicle in a complex and severe environment. A double-MCU cooperative control mode is adopted, under the condition that the master control MCU cannot effectively control the execution mechanism, the control function of the auxiliary MCU is started, and the vehicle out-of-control probability caused by faults of the target vehicle console MCU is reduced; a wireless communication mode in which an RF900 radio station is compatible with a narrowband Internet of Things is adopted, so that the communication reliability between the control center and the target vehicle console is improved; heartbeat packet data and a track offset range are adopted as limiting conditions, meanwhile, the effectiveness of GPS or Beidou positioning information received by the two MCUs and feedback information of an executing mechanism is comprehensively judged, data between the two MCUs are synchronized, MCU autonomous judgment and remote control of a control center are combined, and normal running of a vehicle is guaranteed to the maximum extent.

Description

Technical Field

[0001] The present invention belongs to the technical field of automatic driving target vehicles, and in particular relates to safety control during the automatic driving process of target vehicles. Background Art

[0002] Since live-fire training is somewhat dangerous, the main feature of the automatic driving target vehicle during use is that the driver and the vehicle are separated, and the entire process is remotely controlled by the control center. After the vehicle receives the start command from the control center, it drives automatically according to the planned path. During driving, the vehicle determines its own position information through GPS or Beidou, and controls the actuator through the navigation system to adjust the posture. At the same time, the control center monitors the vehicle status information in real time until the vehicle is destroyed by live ammunition. After the target vehicle is started, as the distance from the control center gradually increases, the communication may be interfered or even interrupted. At the same time, due to poor road conditions, the control information terminal and controller are prone to failure, causing the target vehicle to be out of control or deviate from the runway. At this time, the personnel are far away from the vehicle and cannot handle it in time. A set of safety control methods combining software and hardware is needed to improve the safety and reliability of the target vehicle during automatic driving. Summary of the invention

[0003] In view of this, in order to improve the control performance of the automatic driving target vehicle in complex and harsh environments, the present invention provides a safety control system and strategy for the automatic driving target vehicle. The present invention adopts a combination of software and hardware to enable the target vehicle to complete field tasks more stably during the automatic driving process; after encountering a fault, it can perform mode confirmation and self-repair; when it cannot drive for some reason, it can stop reliably. The present invention improves the safety and reliability of the target vehicle during automatic driving, and ensures that the target vehicle can smoothly perform the complete task.

[0004] A safety control system for an automatic driving target vehicle comprises a control center, a target vehicle console and a target vehicle actuator; the control center is used to plan a target vehicle driving path and configuration parameters, and the control center comprises a remote controller, a narrowband Internet of Things transmitter and a relay radio transmitter; the target vehicle console comprises two MCUs, a GPS and Beidou positioning module, a terminal radio and a narrowband Internet of Things receiver, the two MCUs both use a CAN1 bus to synchronously communicate with the terminal radio and the narrowband Internet of Things receiver, the two MCUs both use an RS232 bus to synchronously receive positioning information from the GPS and Beidou positioning modules, the two MCUs both use a CAN2 bus to synchronously receive feedback information from the target vehicle actuator, and the two MCUs communicate with each other via RS232.

[0005] Furthermore, one of the two MCUs is a main control MCU, and the other is an auxiliary MCU.

[0006] Furthermore, the main control MCU sends actuator control instructions through the CAN2 bus.

[0007] Furthermore, the target vehicle actuator includes power management, electronic brake, steering EPS, electronic throttle and status monitoring sub-modules. The power management is responsible for power-on and power-off management, the electronic brake and electronic throttle realize the driving and stopping of the vehicle, the steering EPS is responsible for the adjustment of the direction and posture, and the status monitoring is responsible for supervising the power supply status and battery power of each module.

[0008] Relay radio n actively and continuously sends heartbeat data to the target vehicle control console.

[0009] A safety control method for an automatic driving target vehicle,

[0010] Adopt dual MCU collaborative control, the main MCU realizes the navigation control of the target vehicle, and the auxiliary MCU monitors the behavior of the main MCU;

[0011] When the communication between the two MCUs is normal, the auxiliary MCU determines whether the main MCU can effectively control the actuator. If it cannot effectively control, the auxiliary MCU automatically switches to the main control function to control the action of the actuator of the target vehicle, and simultaneously switches the failed main control MCU to the auxiliary function, and at the same time, feeds back the switching result to the control center;

[0012] In the event of communication anomalies between the two MCUs, or failure of the autonomous switching function of the auxiliary MCU, the control center determines whether the main MCU can effectively control the actuator based on the information fed back by the two MCUs. If it cannot be effectively controlled, the control center sends instructions to the two MCUs simultaneously. After receiving the instructions, the main MCU switches to the auxiliary MCU. After receiving the instructions, the auxiliary MCU switches to the main MCU to continue controlling the action of the target vehicle's actuators.

[0013] Furthermore, the judgment condition that the main control MCU cannot effectively control the actuator is: the auxiliary MCU receives the heartbeat data normally, receives the GPS or Beidou positioning information normally, and receives the status information fed back by the actuator normally, but the main control MCU fails to receive any of the above information.

[0014] Furthermore, a parking control mechanism with multiple modes is adopted; specifically including automatic parking due to communication failure of the actuator, automatic parking due to exceeding the communication distance of the relay station n, automatic parking due to exceeding the GPS or Beidou positioning area, automatic parking due to power failure, and remote one-key start and stop by the control center; wherein, the automatic parking due to communication failure of the actuator means that when the attitude control command received by the actuator of the target vehicle from the CAN2 communication fails, the actuator of the target vehicle controls the target vehicle to stop; the automatic parking due to exceeding the communication distance of the relay station means that the target vehicle console receives the heartbeat information sent by the relay station n in real time, and when the target vehicle is away from the set range of the circular runway and the communication is interrupted, the target vehicle console will send a command to the actuator of the target vehicle to stop; the automatic parking due to exceeding the GPS Or automatically park in the Beidou positioning area, and use the target vehicle console to receive the positioning information. When the trajectory range pre-configured by the control center and the GPS or Beidou positioning position received in real time exceed the offset trajectory range, the main control MCU sends a command to the target vehicle actuator to stop the vehicle; the power failure automatic parking is carried out, and the target vehicle console detects the state of the electronic throttle through CAN2 communication. When it is found that the throttle of the target vehicle is still in action after the stop command is sent, the electronic throttle is powered off to force the target vehicle to stop; the control center remotely starts and stops with one button, and the control center directly sends a command to stop the vehicle. Through the dual communication mode that is compatible with the narrowband Internet of Things and the wireless data transmission radio communication and can be switched autonomously, a command is sent to the target vehicle console to control the target vehicle to stop.

[0015] Beneficial Effects

[0016] 1. The safety control strategy of an autonomous driving target vehicle provided by the present invention adopts a dual MCU collaborative control mode. When the main control MCU cannot effectively control the actuator, the control function of the auxiliary MCU is started, which will reduce the probability of vehicle out of control caused by the MCU failure of the target vehicle console and perform self-repair;

[0017] 2. The wireless data transmission radio and narrowband Internet of Things compatible wireless communication method adopted by the present invention can greatly improve the communication reliability between the control center and the target vehicle control console, and reduce the probability of being unable to remotely control the start and stop of the vehicle due to communication failure;

[0018] 3. Heartbeat packet data and trajectory offset range are used as restriction conditions. At the same time, a comprehensive judgment is made on the effectiveness of the two MCUs receiving GPS or Beidou positioning information and the feedback information of the actuators, and the data between the two MCUs is synchronized. The combination of MCU autonomous judgment and remote control by the control center will maximize the guarantee of the normal driving of the vehicle. When it cannot drive normally, it will stop automatically, avoiding the risk of personnel being unable to approach in time and personal injury when the vehicle is out of control, thereby improving driving safety.

[0019] 4. The present invention adopts a combination of software and hardware, so that the target vehicle can complete field tasks more stably during automatic driving, and can perform mode confirmation and self-repair after encountering a fault, thereby improving the safety and reliability of the target vehicle during automatic driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is the principle block diagram of the target vehicle control system; DETAILED DESCRIPTION

[0021] Combination Figure 1 Further description of the present invention

[0022] In order to improve the high-reliability safety control performance of the automatic driving target vehicle in complex and harsh environments, the present invention provides a multi-mode combined safety control method, which enables the target vehicle to complete field tasks more stably during automatic driving, and can perform mode confirmation and self-repair after encountering a fault, and can reliably stop when it cannot drive for some reason;

[0023] The necessary target vehicle control system includes a control center, a target vehicle console, and a target vehicle actuator. The control center plans the target vehicle's driving path, configures the necessary parameters of the target vehicle's driving (driving speed, deviable trajectory range, etc.), monitors the target vehicle console status information in real time, and remotely starts and stops the target vehicle; the target vehicle console processes the real-time received GPS or Beidou positioning information, the operating status fed back by the actuator, and the target vehicle power information, and controls the target vehicle actuator to perform actions along the planned path, and at the same time, synchronously feeds back the above received information to the control center; the target vehicle actuator executes the command information issued by the target vehicle console, and at the same time, monitors the operating conditions of each branch and the target vehicle power information, and feeds back the status information to the target vehicle console in real time.

[0024] The target vehicle control console adopts dual MCU collaborative control. The two MCUs synchronously receive GPS or Beidou positioning information, the operating status feedback from the actuator, the target vehicle power information, and the control information sent by the control center; at the same time, the two MCUs simultaneously feed back the information they receive to the control center.

[0025] The control center and the target vehicle control console use two compatible wireless methods: wireless data transmission radio and narrowband Internet of Things. When using wireless data transmission radio communication, the relay radio n is located at the center of the circular runway where the target vehicle is traveling, and actively and continuously sends heartbeat data to the target vehicle control console.

[0026] The main control MCU and the auxiliary MCU synchronously receive the heartbeat data sent by the relay station n. When the distance between the target vehicle console and the relay station n exceeds the reliable communication distance (about 1.5km), the main control MCU and the auxiliary MCU cannot continuously receive the heartbeat data, and the main control MCU controls the actuator to perform the braking action. When the narrowband Internet of Things communication method is adopted, the relay station n still retains the above functions.

[0027] The main MCU and auxiliary MCU receive GPS or Beidou information at the same time, and both have built-in navigation control systems; both use CAN communication to receive data information from narrowband Internet of Things or wireless data transmission terminal radio stations, and implement feedback of the current control status.

[0028] The target vehicle actuator includes power management, electronic brake, steering EPS, electronic throttle and status monitoring submodules. Power management is responsible for the power-on and power-off management of each module, electronic brake and electronic throttle realize the driving and stopping of the vehicle, steering EPS is responsible for the adjustment of the direction and attitude, and status monitoring is responsible for supervising the power supply status and battery power of each module.

[0029] The actuator adopts the communication interruption timeout automatic stop mode. When CAN communication 2 stops sending attitude control commands due to a fault, the actuator will stop working and the target vehicle will stop automatically. The terminal radio n is located at the center of the circular runway and achieves reliable communication with the target vehicle. When the target vehicle is 3km away from the circular runway (settable), communication interruption will occur. After the target vehicle console recognizes this state, the target vehicle console will control the target vehicle to stop automatically. The GPS or Beidou positioning collects the target vehicle position information in real time. When the position information deviates from the circular runway by 50m (settable), the target vehicle console will control the target vehicle to stop automatically. The target vehicle actuator adopts the electronic control mode and will stop working automatically after power failure. When the power management system detects the automatic stop command, it will detect the state of the electronic throttle through CAN communication 2. After finding that the throttle is still in action, the electronic throttle will be powered off to force the target vehicle to stop.

[0030] The following describes the working process and control method of the system in detail:

[0031] 1. Before the target vehicle drives, the control center plans the trajectory of the target vehicle and configures the trajectory offset, the working mode of the two MUCs and the communication method. The planned data and configuration parameters are synchronously sent by the control center to the two MCUs of the target vehicle console.

[0032] 2. The operator sends a vehicle start command to the two MCUs of the target vehicle control console synchronously through the remote controller of the control center. After receiving the command, the main control MCU controls the actuator to perform actions according to the trajectory planning data and the received GPS or Beidou positioning information to achieve automatic driving.

[0033] 3. During driving, the two MCUs synchronously receive the instructions issued by the control center, synchronously receive the heartbeat data sent by the relay radio n, synchronously receive the GPS or Beidou positioning information, and synchronously receive the status information fed back by the actuator.

[0034] 4. During driving, the two MCUs communicate and synchronize data. The necessary contents of synchronization include:

[0035] Whether the heartbeat data is received normally, whether the GPS or Beidou positioning information is received normally, and whether the status information feedback from the actuator is received normally.

[0036] 5. During driving, when the auxiliary MCU autonomously switches its functions with those of the main MCU, it sends instructions to the main MCU to switch it to the auxiliary MCU and no longer control the actuator. At the same time, it switches itself to the main MCU and controls the actuator to perform actions according to the trajectory planning data and GPS or Beidou positioning information, and feeds back the status after switching to the control center.

[0037] When the following conditions occur, the auxiliary MCU will autonomously switch its functions to and from the main MCU:

[0038] The communication between the two MCUs is normal, and the auxiliary MCU receives heartbeat data normally, receives GPS or Beidou positioning information normally, and receives status information fed back by the actuator normally, but the main MCU fails to receive any of the above information.

[0039] 6. During driving, when the following conditions occur, the control center issues a command to switch the auxiliary MCU to the main MCU, and the main MCU to the auxiliary MCU:

[0040] The condition in item 5 is met, but the autonomous switching function of the auxiliary MCU fails, or the other conditions in item 5 are met, but the communication between the two MCUs is abnormal.

[0041] 7. During driving, when the following conditions occur, the main control MCU will autonomously control the actuator to perform the braking action to stop the vehicle:

[0042] The main control MCU receives the feedback information of the actuator normally, but fails to receive any one of the heartbeat data and GPS / Beidou positioning information. At the same time, the auxiliary MCU fails to receive any one of the heartbeat data, GPS / Beidou positioning information, and actuator feedback information.

[0043] When the following conditions occur, the main control MCU automatically cuts off the power supply of the actuator to stop the car:

[0044] The main control MCU fails to receive the actuator feedback information. At the same time, the auxiliary MCU fails to receive any of the heartbeat data, GPS / Beidou positioning information, and actuator feedback information.

[0045] 8. During driving, when the following conditions occur, the control center sends a stop command to the main control MCU:

[0046] The control center determines that the communication between the two MCUs is abnormal and the two MCUs meet the conditions in Article 7.

[0047] 9. During driving, the actuator status monitoring module monitors the power status of each module. When fault information is detected, it will notify the target vehicle console main control MCU, and the main control MCU will determine whether to stop the vehicle.

[0048] 10. During driving, if the vehicle is not hit or the mission is canceled, the control center will send a stop command to the main control MCU.

[0049] The present invention adopts a control method combining a main control MCU and an auxiliary MCU, and both the main control MCU and the auxiliary MCU have built-in navigation systems. By default, the main control MCU receives remote control information, combines GPS or Beidou to achieve attitude control, and then achieves automatic driving in a circular area; the auxiliary MCU monitors the execution of information from the main control MCU and the control center, and monitors whether the main control MCU sends data to the actuator normally. When the main control MCU does not send data normally, the auxiliary MCU notifies the main control MCU to stop sending data and hands over control to the auxiliary MCU, thereby improving the reliability of control.

[0050] The present invention adopts a mode compatible with the Internet of Things and wireless data transmission radio communication to achieve autonomous communication switching, which can effectively ensure that the target vehicle performs a complete task and does not fail to work due to communication failure, thereby improving the reliability of the control center's communication.

[0051] The present invention adopts a parking control mechanism with multiple modes, including automatic parking due to communication failure of the actuator, automatic parking due to exceeding the communication distance of the relay station n, automatic parking due to exceeding the GPS or Beidou positioning area, automatic parking due to power failure, remote one-button start and stop, etc., which improves the safety of the target vehicle's driving process.

[0052] The present invention may also have other various real-time schemes. Without departing from the spirit and essence of the present invention, technicians familiar with the field can certainly make various corresponding changes and deformations according to the present invention, but these responsive changes and deformations should all fall within the scope of protection of the claims attached to the present invention.

Claims

1. A safety control system for an automatic driving target vehicle, characterized in that: It includes a control center, a target vehicle control console and a target vehicle actuator; the control center is used to plan the target vehicle's driving path and configuration parameters, and the control center includes a remote controller, a narrowband Internet of Things transmitter and a relay radio transmitter; the target vehicle control console includes two MCUs, GPS and Beidou positioning modules, a terminal radio and a narrowband Internet of Things receiver, both MCUs use CAN1 bus to synchronously communicate with the terminal radio and the narrowband Internet of Things receiver, both MCUs use RS232 bus to synchronously receive positioning information from GPS and Beidou positioning modules, both MCUs use CAN2 bus to synchronously receive feedback information from the target vehicle actuator, and the two MCUs communicate through RS232.

2. A safety control system for an automatic driving target vehicle according to claim 1, characterized in that: One of the two MCUs is the main control MCU and the other is the auxiliary MCU.

3. A safety control system for an automatic driving target vehicle according to claim 2, characterized in that: The main control MCU sends actuator control instructions through the CAN2 bus.

4. A safety control system according to any one of claims 1 to 3, characterized in that: The target vehicle actuators include power management, electronic brakes, steering EPS, electronic throttle and status monitoring sub-modules. The power management is responsible for power-on and power-off management. The electronic brakes and electronic throttle realize the driving and stopping of the vehicle. The steering EPS is responsible for adjusting the direction and posture. The status monitoring is responsible for supervising the power supply status and battery power of each module.

5. A safety control system for an automatic driving target vehicle according to claim 4, characterized in that: Relay radio n actively and continuously sends heartbeat data to the target vehicle control console.

6. A safety control strategy for an autonomous driving target vehicle, characterized in that: Adopt dual MCU collaborative control, the main MCU realizes the navigation control, data transmission and processing of the target vehicle, and the auxiliary MCU monitors the behavior of the main MCU. When the main MCU fails, it will be replaced; When the communication between the two MCUs is normal, the auxiliary MCU determines whether the main MCU can effectively control the actuator. If it cannot effectively control, the auxiliary MCU automatically switches to the main control function to control the action of the actuator of the target vehicle, and simultaneously switches the failed main control MCU to the auxiliary function, and at the same time, feeds back the switching result to the control center; In the event of communication anomalies between the two MCUs, or failure of the autonomous switching function of the auxiliary MCU, the control center determines whether the main MCU can effectively control the actuator based on the information fed back by the two MCUs. If it cannot be effectively controlled, the control center sends instructions to the two MCUs simultaneously. After receiving the instructions, the main MCU switches to the auxiliary MCU. After receiving the instructions, the auxiliary MCU switches to the main MCU to continue controlling the action of the target vehicle's actuators.

7. A safety control strategy for an autonomous driving target vehicle according to claim 6, characterized in that: The judgment conditions for the main control MCU to be unable to effectively control the actuator are: the auxiliary MCU receives the heartbeat data normally, receives the GPS or Beidou positioning information normally, and receives the status information fed back by the actuator normally, but the main control MCU fails to receive any of the above information.

8. The safety control strategy of any one of the autonomous driving target vehicles according to claims 6-7, characterized in that: A parking control mechanism with multiple modes is adopted, including automatic parking due to communication failure of the actuator, automatic parking due to exceeding the communication distance of the relay station n, automatic parking due to exceeding the GPS or Beidou positioning area, automatic parking due to power failure, and remote one-key start and stop by the control center; wherein, the automatic parking due to communication failure of the actuator means that when the target vehicle actuator fails to receive the attitude control command from CAN2 communication, the target vehicle actuator controls the target vehicle to stop; The automatic parking when exceeding the communication distance of the relay station n refers to using the target vehicle console to receive the heartbeat information sent by the relay station n in real time. When the target vehicle is far away from the set range of the circular runway and the communication is interrupted, the target vehicle console will send a command to the target vehicle actuator to stop the vehicle; The automatic parking beyond the GPS or Beidou positioning area adopts the target vehicle console to receive the positioning information. When the track range pre-configured by the control center and the GPS or Beidou positioning position received in real time exceed the offset track range, the main control MCU sends a command to the target vehicle actuator to stop the vehicle; The automatic parking due to power failure adopts the target vehicle console to detect the state of the electronic throttle through CAN2 communication. If it is found that the throttle of the target vehicle is still in motion after the stop command is sent, the electronic throttle is powered off to force the target vehicle to stop; The control center can start and stop the target vehicle remotely with one button, and the control center directly sends a command to stop the vehicle. Through the dual communication mode that is compatible with narrowband Internet of Things and wireless data transmission radio communication and can be switched autonomously, the command is sent to the target vehicle control console to control the target vehicle to stop. The remote control center and the target vehicle control console adopt the dual communication mode of narrowband Internet of Things and wireless data transmission radio. By default, the wireless data transmission radio adopts relay to extend the communication distance. The control center can realize remote one-button start and stop of the target vehicle.

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