Braking method of unmanned vehicle and unmanned vehicle

Abstract

The invention provides a braking method of an unmanned vehicle and the unmanned vehicle. The braking method comprises the following steps: identifying that the unmanned vehicle has a braking demand; determining to enter a brake control process for braking the unmanned vehicle, the brake control process comprising a first sub-brake control process and a second sub-brake control process, the brake control process being related to the current vehicle state information of the unmanned vehicle, and the second sub-brake control process being related to the current vehicle state information of the unmanned vehicle; the current vehicle state information is at least used for representing the dynamic and static state, the driving speed and / or the service state of the unmanned vehicle; and entering a first sub-braking control process, and under the condition that the first sub-braking control process cannot complete the corresponding braking function, adopting a second sub-braking control process to replace the first sub-braking control process to complete the corresponding braking function. The driving safety of the unmanned vehicle is improved.

Description

Technical Field

[0001] The present disclosure relates to the field of unmanned driving technology, and in particular to a braking method for an unmanned vehicle and the unmanned vehicle. Background Art

[0002] The braking system is crucial for safe driving. For manned vehicles, if the driver senses a brake system failure, they can mitigate the impact by taking measures such as rapid obstacle avoidance, increasing coasting distance, or applying the parking brake, depending on the specific scenario. However, for autonomous vehicles, the lack of driver awareness requires a more rational braking control process to promptly address brake system failures. Summary of the Invention

[0003] The embodiments of the present disclosure provide a braking method for an unmanned vehicle and an unmanned vehicle, so as to solve the problem that the existing unmanned vehicle braking system fails and lacks a reasonable braking control process.

[0004] In view of the above problems, a first aspect is to provide a braking control method for an unmanned vehicle, comprising:

[0005] Identify that the unmanned vehicle needs to brake;

[0006] Determining to enter a braking control process for braking the unmanned vehicle, the braking control process comprising a first sub-braking control process and a second sub-braking control process, wherein the braking control process is related to current vehicle state information of the unmanned vehicle, the current vehicle state information being used to characterize at least a dynamic or static state, a driving speed, and / or a current service state of the unmanned vehicle;

[0007] Entering the first sub-brake control process, if the first sub-brake control process cannot complete the corresponding braking function, the second sub-brake control process is used to replace the first sub-brake control process to complete the corresponding braking function.

[0008] In combination with the first aspect, in a possible implementation manner, during the process of using the second sub-brake control process to replace the first sub-brake control process to complete the corresponding braking function, the first sub-brake control process is in an activated state.

[0009] In combination with the first aspect, in a possible implementation, when the current vehicle state of the unmanned vehicle satisfies a first condition, the first sub-braking control process is used to convert the vehicle state from dynamic to static, and the second sub-braking control process is used to keep the vehicle static; the first condition includes at least one of the following: being in dynamic state, the driving speed is not zero, and the business state is a driving state; entering the first sub-braking control process, and when the first sub-braking control process cannot complete the corresponding braking function, using the second sub-braking control process to replace the first sub-braking control process to complete the corresponding braking function, including: entering the first sub-braking control process, and when the vehicle cannot enter a static state, using the second sub-braking control process to replace the first sub-braking control process to convert the vehicle state from dynamic to static; the method also includes: when the vehicle can enter a static state through the first sub-braking control process, entering the second sub-braking control process to keep the vehicle static.

[0010] In combination with the first aspect, in a possible implementation, when the current vehicle state of the unmanned vehicle meets the second condition, the first sub-braking control process is used to keep the vehicle static, and the second sub-braking control process is used to convert the vehicle state from dynamic to static; the second condition includes at least one of the following: being static, the driving speed is zero, and the business state is loading or unloading; entering the first sub-braking control process, and when the first sub-braking control process cannot complete the corresponding braking function, using the second sub-braking control process instead of the first sub-braking control process to complete the corresponding braking function, including: entering the first sub-braking control process, and when the vehicle cannot remain static, executing the second sub-braking control process in a specified manner, replacing the first sub-braking control process to keep the vehicle static.

[0011] In combination with the first aspect, in a possible implementation, after entering the target sub-brake control process, the method further includes: using at least two braking execution modes in sequence according to a preset priority to execute the corresponding braking function until any braking execution mode completes the braking function corresponding to the target sub-brake control process; when the at least two braking execution modes are unable to complete the corresponding braking function, switching to the next sub-brake control process of the target sub-brake control process, or until the last sub-brake control process of the brake control process; wherein, the target sub-brake control process is the first sub-brake control process or the second sub-brake control process.

[0012] In combination with the first aspect, in a possible implementation, the method further includes: for the target sub-braking control process, when the braking execution mode of the first priority included in the target sub-braking control process cannot complete the corresponding braking function, determining the fault cause of the braking execution mode of the first priority; when the fault cause indicates that the braking execution mode of the second priority of the target sub-braking control process cannot complete the corresponding braking function, the braking execution modes of subsequent priorities after removing the braking execution mode of the second priority will be enabled in order from high to low priority until any braking execution mode completes the braking function corresponding to the target sub-braking control process; wherein, the first priority is higher than the second priority.

[0013] In combination with the first aspect, in a possible implementation manner, one of the first sub-brake control process and the second sub-brake control process is a service brake process, and the other of the first sub-brake control process and the second sub-brake control process is a parking brake process.

[0014] In combination with the first aspect, in a possible implementation, the at least two braking modes included in the service braking process include: a default service braking mode and at least one emergency service braking mode; the at least one emergency service braking mode is the same as or a different service braking mode as the default service braking mode; and / or, the at least two braking modes included in the parking braking process include: a default parking braking mode and at least one emergency parking braking mode; the at least one emergency parking braking mode is the same as or a different parking braking mode as the default parking braking mode.

[0015] In combination with the first aspect, in a possible embodiment, the service braking process includes a default service braking mode and at least one emergency service braking mode which are different service braking modes. The method also includes: when the current business status of the unmanned vehicle represents non-heavy load driving and the current driving speed is greater than a preset speed, after entering the service braking control process, regenerative braking is performed; when the braking force of the regenerative braking cannot meet the demand, or the battery feedback SOC value is greater than a preset threshold, or the motor speed is lower than a preset speed, mechanical braking is performed; and / or when the current business status of the unmanned vehicle represents heavy load downhill driving, after entering the service braking control process, hydraulic retarder braking is performed; when the hydraulic retarder oil temperature reaches a warning value, exhaust braking is performed; when the hydraulic retarder braking efficiency drops by a preset value, pre-charge the mechanical brake so that the mechanical brake is in a standby state.

[0016] In a second aspect, an unmanned vehicle is provided for executing a braking control method for an unmanned vehicle as described in the first aspect, or in combination with any possible implementation of the first aspect.

[0017] The beneficial effects of the embodiments of the present disclosure include:

[0018] An embodiment of the present disclosure provides a braking method for an unmanned vehicle and an unmanned vehicle, comprising: identifying a braking requirement for the unmanned vehicle; determining to enter a braking control process for the unmanned vehicle to brake, the braking control process comprising a first sub-braking control process and a second sub-braking control process, wherein the braking control process is related to the current vehicle state information of the unmanned vehicle, the current vehicle state information being used to characterize at least the unmanned vehicle's dynamic or static state, driving speed, and / or operational status; entering the first sub-braking control process, and if the first sub-braking control process cannot complete the corresponding braking function, using the second sub-braking control process to replace the first sub-braking control process to complete the corresponding braking function. The braking method for an unmanned vehicle provided by an embodiment of the present disclosure determines that the braking control process comprises a first sub-braking control process and a second sub-braking control process, each of which has a corresponding braking function; if the first sub-braking control process cannot complete its own corresponding braking function, using the second sub-braking control process to replace the first sub-braking control process to complete the braking function corresponding to the first sub-braking control process. The present disclosure provides more alternatives to the first sub-braking control process in the event that the first sub-braking control process fails, thereby improving the driving safety of the unmanned vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A flowchart of a braking method for an unmanned vehicle provided in an embodiment of the present disclosure;

[0020] Figure 2a to Figure 2c A flowchart of starting the service brake process and the parking brake process provided in an embodiment of the present disclosure;

[0021] Figure 3 A structural diagram of a braking device for an unmanned vehicle provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0022] The present disclosure provides a braking method for an unmanned vehicle and the unmanned vehicle. Preferred embodiments of the present disclosure are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are intended only to illustrate and explain the present disclosure and are not intended to limit the present disclosure. Furthermore, the embodiments and features of the embodiments may be combined with one another unless there is a conflict.

[0023] The present disclosure provides a braking method for an unmanned vehicle, such as Figure 1 Shown, including:

[0024] S101, identifying that the unmanned vehicle has a braking requirement;

[0025] S102: Determine to enter a braking control process for braking the unmanned vehicle, the braking control process comprising a first sub-braking control process and a second sub-braking control process, wherein the braking control process is related to the current vehicle state information of the unmanned vehicle, the current vehicle state information being used to characterize at least the dynamic and static state, driving speed, and / or service status of the unmanned vehicle;

[0026] S103 , entering the first sub-brake control process. If the first sub-brake control process cannot complete the corresponding braking function, the second sub-brake control process is used to replace the first sub-brake control process to complete the corresponding braking function.

[0027] In the disclosed embodiments, since the unmanned vehicle cannot rely on the driver to perceive the braking effect of the braking control process during autonomous driving, it is necessary to divide the braking control process more finely to achieve more refined control of the braking control process, so as to timely and accurately locate the failed sub-processes in the braking control process and provide timely remedial measures for the failed sub-processes, thereby providing greater safety for driving. For example, the different braking functions corresponding to the unmanned vehicle in the entire braking control process can be first determined, and the entire braking control process can be divided into a first sub-braking control process and a second sub-braking control process according to the different braking functions. If the braking system has not failed, the first sub-braking control process and the second sub-braking control process can each complete the corresponding braking function in the entire braking control process according to the corresponding time sequence. If the first sub-braking control process cannot complete its corresponding braking function, not only can it perform braking through redundant braking methods that perform the same braking function, but it can also replace the first sub-braking control process with a second sub-braking control process that performs a different braking function to complete the braking function of the first sub-braking control process.

[0028] Furthermore, the braking method provided by the embodiment of the present disclosure can be triggered to enter the braking control process when it is identified that the unmanned vehicle has a braking demand. In addition, the braking control process provided by the embodiment of the present disclosure may not be a single fixed process, but may be related to the current vehicle status information of the unmanned vehicle. For example: when the current vehicle information represents the state of the unmanned vehicle as dynamic or static, different braking control processes can be triggered; similarly, when the current vehicle information represents the state of the unmanned vehicle as different driving speeds, different braking control processes can be triggered; and when the current vehicle information represents that the unmanned vehicle is in different business states, different braking control processes can be triggered. In other words, the unmanned vehicle can judge the vehicle status information through multiple aspects, thereby determining and entering the corresponding braking control process.

[0029] In another embodiment provided by the present disclosure, when the second sub-brake control process is used to replace the first sub-brake control process to complete the corresponding braking function, the first sub-brake control process is in an activated state.

[0030] In the disclosed embodiment, although the first and second sub-brake control procedures correspond to different braking functions, in order to increase the probability of the second sub-brake control procedure successfully replacing the first sub-brake control procedure to complete the corresponding braking function, the first sub-brake control procedure can be maintained in an activated or enabled state during the process of using the second sub-brake control procedure to replace the first sub-brake control procedure to complete the corresponding braking function. In other words, even though the first sub-brake control procedure may have failed and cannot complete the corresponding braking function, the first sub-brake control procedure is still used during the process of using the second sub-brake control procedure to replace the first sub-brake control procedure to complete the braking function of the first sub-brake control procedure. That is, the first and second sub-brake control procedures are simultaneously used to complete the braking function corresponding to the first sub-brake control procedure, thereby increasing the probability of successful braking and providing higher safety assurance.

[0031] In another embodiment provided by the present disclosure, when the current vehicle state of the unmanned vehicle satisfies a first condition, the first sub-braking control process is used to convert the vehicle state from dynamic to static, and the second sub-braking control process is used to keep the vehicle static; the first condition includes at least one of the following: being in dynamic state, the driving speed is not zero, and the service state is driving state;

[0032] Then the above step S103 "entering the first sub-brake control process, and adopting the second sub-brake control process to replace the first sub-brake control process to complete the corresponding braking function when the first sub-brake control process cannot complete the corresponding braking function" can be implemented as follows:

[0033] Step 1: Enter the first sub-brake control process. If the vehicle cannot enter a static state, the second sub-brake control process is used to replace the first sub-brake control process to convert the vehicle state from dynamic to static.

[0034] The method may further comprise:

[0035] Step 2: When the vehicle can enter a static state through the first sub-braking control process, enter the second sub-braking control process to keep the vehicle static.

[0036] Based on the above, the braking control process provided by the embodiment of the present disclosure may not be a single fixed process, but may be related to the current vehicle state information of the unmanned vehicle. In the embodiment of the present disclosure, when the current vehicle state of the unmanned vehicle satisfies the first condition, the first sub-braking control process is used to convert the vehicle state from dynamic to static. The judgment of the first condition can be carried out in multiple aspects, which are not limited here, for example: based on the unmanned vehicle is currently in a dynamic state, or based on the unmanned vehicle's current driving speed is not zero, or based on the unmanned vehicle's current business state is a driving state (such as: heavy-load transportation state).

[0037] Furthermore, when the first condition is met, the first sub-braking control process is used to convert the vehicle's state from dynamic to static, and the second sub-braking control process is used to keep the vehicle static. This shows that the first and second sub-braking control processes can be sub-braking control processes that perform different braking functions at different braking stages within the entire braking control process. Although the braking function of the second sub-braking control process is to keep the vehicle stationary, if the braking function corresponding to the first sub-braking control process fails or the braking effect does not achieve the expected effect, the use of the second sub-braking control process can also play a certain role in converting the unmanned vehicle from dynamic to static, thereby improving the safety of the unmanned vehicle.

[0038] In addition, if the first sub-brake control process can be implemented normally and the vehicle can be converted from dynamic to static, the second sub-brake control process can be entered according to the normal brake control process to keep the vehicle stationary.

[0039] In another embodiment provided by the present disclosure, when the current vehicle state of the unmanned vehicle satisfies a second condition, the first sub-braking control process is used to keep the vehicle static, and the second sub-braking control process is used to convert the vehicle state from dynamic to static; the second condition includes at least one of the following: being static, the driving speed is zero, and the business state is loading or unloading;

[0040] Then the above step S103 "entering the first sub-brake control process, and adopting the second sub-brake control process to replace the first sub-brake control process to complete the corresponding braking function when the first sub-brake control process cannot complete the corresponding braking function" can be implemented as follows:

[0041] Entering the first sub-brake control process, when the vehicle cannot remain stationary, executing the second sub-brake control process in a specified manner to replace the first sub-brake control process to keep the vehicle stationary.

[0042] In the disclosed embodiment, if the current state of the unmanned vehicle satisfies the second condition, the first sub-brake control process is used to maintain the vehicle in a stationary state. The second condition can be determined in a variety of ways, which are not limited herein, such as based on the unmanned vehicle being in a stationary state, the unmanned vehicle's current speed being zero, or the unmanned vehicle's current service state being loading or unloading (in which case the unmanned vehicle is stationary).

[0043] Furthermore, when the second condition is met, the first sub-brake control process is used to keep the vehicle static, and the second sub-brake control process is used to convert the vehicle state from dynamic to static. If the unmanned vehicle can meet the second condition, it means that the unmanned vehicle has completed the conversion from dynamic to static and is now in a static state (for example, it can be completed through the second sub-brake control process in the embodiment of the present disclosure). At this time, the first sub-brake control process can be triggered to control the vehicle to remain static. In the event that the braking function corresponding to the first sub-brake control process fails or the braking effect does not achieve the expected effect, even though the braking function of the second sub-brake control process is to convert the vehicle from dynamic to static, the use of the second sub-brake control process can also play a certain role in keeping the unmanned vehicle static. In addition, since the first sub-brake control process and the second sub-brake control process correspond to different braking functions, when the second sub-brake control process for converting the vehicle from dynamic to static is used to implement the braking function of keeping the vehicle static, its execution method may be different. Assuming that in this embodiment, the first sub-brake control process is the parking brake process, the second sub-brake control process is the service brake process, and the service brake mode is mechanical braking, then when the service brake process is used for the service brake function, it is possible that triggering the mechanical brake once can complete the service brake function, converting the vehicle from dynamic to static. During the parking brake process, if the parking brake fails, the service brake is activated again to replace the parking brake to complete the parking function. At this time, the triggering of the mechanical brake may be different from the triggering of the service brake stage once, and may be triggered in a specified manner (for example, multiple consecutive triggering in this example) to ensure that the second sub-brake control process can replace the first sub-brake control process to complete the corresponding parking brake function. This improves the safety of the unmanned vehicle.

[0044] In another embodiment provided by the present disclosure, after entering the target sub-braking control process, the method further includes the following steps:

[0045] Step 1: Use at least two braking execution modes in sequence according to a preset priority to execute corresponding braking functions until any braking execution mode completes the braking function corresponding to the target sub-braking control process;

[0046] Step 2: If the at least two braking execution modes cannot complete the corresponding braking function, switch to the next sub-braking control process of the target sub-braking control process, or continue until the last sub-braking control process of the braking control process;

[0047] The target sub-braking control process is the first sub-braking control process or the second sub-braking control process.

[0048] In the embodiment of the present disclosure, the first sub-brake control process and the second sub-brake control process are sub-brake control processes corresponding to different braking functions, and for the first sub-brake control process itself, multiple braking execution modes can be set during the execution process to execute the braking function corresponding to the first sub-brake control process; similarly, for the second sub-brake control process itself, multiple braking execution modes can be set during the execution process to execute the braking function corresponding to the second sub-brake control process.

[0049] During implementation, priorities can be set for the various braking execution modes included in each sub-brake control process. After entering the first or second sub-brake control process (referred to as the target sub-brake control process in this embodiment), the corresponding braking modes are sequentially used according to the preset priorities to execute the corresponding braking functions until any braking mode completes the control function corresponding to the target sub-brake control process, thereby completing the target sub-brake control process. If, after executing the multiple braking modes included in the target sub-brake control process according to the priority order, none of them completes the corresponding braking function, the target sub-brake control process is deemed to have failed to complete the corresponding braking function, and it is necessary to switch to the next sub-brake control process of the target sub-brake control process, or continue until the last sub-brake control process of the braking control process.

[0050] In one possible implementation, if the first sub-brake control process is used to convert the vehicle state from dynamic to static, the second sub-brake control process used to maintain the vehicle static is the next sub-brake control process after the first sub-brake control process; if the first sub-brake control process is used to maintain the vehicle static, the second sub-brake control process used to convert the vehicle state from dynamic to static is the next sub-brake control process after the first sub-brake control process. That is, after the brake control process of the disclosed embodiment is triggered, there will be at least one subsequent sub-brake control process after the first sub-brake control process entered. If the first sub-brake control process fails, the subsequent sub-brake control processes will be activated in sequence to remedy the corresponding braking function of the first sub-brake control process until the last sub-brake control process is completed.

[0051] In the disclosed embodiment, braking is first performed using a braking method with the same braking function in a first sub-braking control process. If none of the braking methods with the same braking function can complete the corresponding braking function, the second sub-braking control process is started, and a braking method with a different braking function is used instead of the first sub-braking control process to perform the corresponding braking function. Even if all of the braking methods with the same braking function in the first sub-braking process fail, the braking ability of the vehicle can be guaranteed, thereby improving the safety of the unmanned vehicle.

[0052] In another embodiment provided by the present disclosure, the method further includes the following steps:

[0053] Step 1: for the target sub-braking control process, if the first-priority braking execution mode included in the target sub-braking control process cannot complete the corresponding braking function, determine the failure cause of the first-priority braking execution mode;

[0054] Step 2. When the fault cause indicates that the second-priority braking execution mode of the target sub-braking control process cannot complete the corresponding braking function, the subsequent priority braking execution modes after the second-priority braking execution mode are removed and enabled in order from high to low priority until any braking execution mode completes the braking function corresponding to the target sub-braking control process; wherein, the first priority is higher than the second priority.

[0055] In the embodiment of the present disclosure, among the at least two braking execution modes included in the target sub-braking control process, they can be braking modes based on different principles (taking service braking as an example, for example: mechanical braking, hydraulic retarder braking, etc.), or they can be braking modes based on the same principle (taking service braking as an example, for example: multiple sets of mechanical brakes, etc.). In the event that certain components of the unmanned vehicle fail, it may cause multiple braking execution modes to fail to complete the corresponding braking functions at the same time. Taking service braking as an example, for example: the valve body or mechanical device that acts together with at least two service braking modes fails (such as the wheel-end brake does not detect the braking force). Taking parking braking as an example, for example, the parking brake function of at least two parking braking modes fails at the same time, or the valve body / mechanical device that acts together fails. If the execution is still carried out in sequence according to the original priority order at this time, it will occur that multiple braking execution modes all fail or fail to achieve the preset braking effect, wasting valuable remedial time.

[0056] Therefore, in the embodiment of the present disclosure, in the process of executing each braking execution mode in order from high to low priority, if the first priority braking mode fails or fails to achieve the preset braking effect, the cause of the fault can be detected first. After determining the cause of the fault, at least one second priority braking execution mode that cannot perform braking due to the fault is determined from the subsequent priority braking modes of the first priority braking mode. In the process of starting the subsequent priority braking mode, the at least one second priority braking execution mode is no longer started. Instead, the remaining braking execution modes after removing the first priority braking mode and the second priority braking mode are re-sorted and started in order from high to low according to the new priority until any braking execution mode completes the braking function corresponding to the target sub-brake control process. This avoids unnecessary and ineffective braking attempts, makes full use of precious remedial time, and improves the safety of unmanned vehicles.

[0057] In another embodiment provided by the present disclosure, one of the first sub-brake control process and the second sub-brake control process is a service brake process, and the other of the first sub-brake control process and the second sub-brake control process is a parking brake process.

[0058] In the disclosed embodiment, when the first sub-braking control process is the service braking process, the second sub-braking control process is the parking braking process. In this case, the unmanned vehicle can trigger the service braking process when in a dynamic state. If the service braking process cannot complete the transition from dynamic to static, the parking braking process can be activated to replace the service braking process and transition the unmanned vehicle from dynamic to static.

[0059] Similarly, when the first sub-brake control process is the parking brake process, the second sub-brake control process is the service brake process. In this case, the unmanned vehicle can trigger the parking brake process when it is stationary. If the parking brake process cannot complete the unmanned vehicle to maintain a stationary state, the service brake process can be activated to replace the parking brake process to maintain the unmanned vehicle stationary. It should be noted that when the service brake process is activated instead of the parking brake process to maintain the unmanned vehicle stationary, the braking method of the service brake can be different from that when the service brake is used to convert the unmanned vehicle from dynamic to static. For example, when using mechanical brakes to convert the unmanned vehicle from dynamic to static, it can be triggered once, while when using mechanical brakes to maintain the unmanned vehicle stationary, it can be triggered multiple times in succession to ensure the braking effect.

[0060] In another embodiment provided by the present disclosure, the at least two braking modes included in the service braking process include: a default service braking mode and at least one emergency service braking mode; the at least one emergency service braking mode and the default service braking mode are the same as or different service braking modes; and / or,

[0061] The at least two braking modes included in the parking brake process include: a default parking brake mode and at least one emergency parking brake mode; the at least one emergency parking brake mode and the default parking brake mode are the same as or different from each other.

[0062] In the embodiment of the present disclosure, the service braking process may include a default service braking mode and at least one emergency service braking mode. The default service braking mode has a higher priority than the at least one emergency service braking mode. That is, when entering the service braking process, the default service braking mode is first activated to perform the braking function. The activation order of the at least one emergency service braking mode may also be determined according to the priority. The at least one emergency service braking mode and the default service braking mode may be the same service braking mode. For example, multiple sets of mechanical brakes or multiple sets of hydraulic retarders are set for the unmanned vehicle. When one set of mechanical brakes fails or cannot achieve the preset braking effect, another set of mechanical brakes is activated. The at least one emergency service braking mode and the default service braking mode may also be different service braking modes. For example, mechanical brakes, hydraulic retarders, regenerative brakes, etc. are set for the unmanned vehicle. The activation order of different service braking modes can be pre-set with a priority, and activated in a fixed order from high to low. Alternatively, the appropriate activation order can be determined according to the real-time scenario.

[0063] Similarly, the parking brake process can also include a default parking brake mode and at least one emergency parking brake mode. The default parking brake mode has a higher priority than the at least one emergency parking brake mode. That is, when entering the parking brake process, the default parking brake mode is activated first to perform the braking function. The at least one emergency parking brake mode can also be activated in a priority-based order. The at least one emergency parking brake mode and the default parking brake mode can be the same parking brake mode. For example, if multiple mechanical parking modes or multiple pneumatic parking modes are configured for an unmanned vehicle, if one mechanical parking mode fails or fails to achieve the preset braking effect, another mechanical parking mode is activated. The at least one emergency parking brake mode and the default parking brake mode can also be different parking brake modes. For example, if mechanical parking modes, pneumatic parking modes, or hydraulic parking modes are configured for an unmanned vehicle, the activation order of the different parking brake modes can be pre-set and activated in a fixed descending order of priority, or the activation order can be determined according to the real-time scenario.

[0064] It should be noted that service brake failure may include, but is not limited to, the following: malfunction of the service brake controller, communication failure, wiring harness failure, valve failure, or the vehicle not stopping as expected when the service brake is applied. Parking brake failure may include, but is not limited to, the following: malfunction of the parking brake controller, communication failure, wiring harness failure, valve failure, or the vehicle not stopping as expected after the parking brake is applied.

[0065] Figure 2a to Figure 2c This is a flowchart of the service brake process and parking brake process startup provided in an embodiment of the present disclosure. Figure 2a This is the braking flow chart when the current vehicle state of the unmanned vehicle is dynamic. Figure 2b This is the braking flow chart when the current vehicle state of the unmanned vehicle is static. Figure 2c It is a comprehensive flow chart of two states. Figure 2a As shown, when the current vehicle state of the unmanned vehicle is dynamic, the braking demand is identified and the default service braking mode is first entered in the service braking process. When the default service braking mode fails, the emergency service braking mode is activated. When the emergency service braking mode also fails, the parking braking process is entered. The default parking braking mode is first activated. When the default parking braking mode fails, the emergency parking braking mode is activated. Figure 2b As shown, when the current vehicle state of the unmanned vehicle is static (it may have just been converted from dynamic to static), it first enters the default parking brake mode in the parking brake process. When the default parking brake mode fails, the emergency parking brake mode is activated. When the emergency parking brake mode also fails, it enters the service brake process. First, the default service brake mode is activated. When the default service brake mode fails, the emergency service brake mode is activated. Figure 2c As shown, this is a flow chart of the comprehensive braking process combining dynamic and static states. You can enter the process from the corresponding entrance according to the current state of the vehicle. I will not go into details here.

[0066] In another embodiment provided by the present disclosure, when the service braking process includes a default service braking mode and at least one emergency service braking mode that are different service braking modes, the method further includes the following steps:

[0067] Step 1: When the current service state of the unmanned vehicle indicates non-heavy-load driving and the current driving speed is greater than a preset speed, after entering the service brake control process, regenerative braking is performed; when the braking force of the regenerative braking cannot meet the demand, or the battery feedback state of charge (SOC) value is greater than a preset threshold, or the motor speed is lower than a preset speed, mechanical braking is performed; and / or

[0068] Step 2: When the current service state of the unmanned vehicle indicates a heavy-load downhill situation, after entering the service brake control process, the hydraulic retarder braking is executed; when the hydraulic retarder oil temperature reaches the warning value, the exhaust braking is executed; when the hydraulic retarder braking efficiency drops by a preset value, the mechanical brake is pre-charged to put the mechanical brake in a standby state.

[0069] In the aforementioned embodiment, the default service braking mode and the emergency service braking mode can be started in a sequence determined by a preset priority. In the embodiment of the present disclosure, the default service braking mode, the emergency service braking mode, and their corresponding start-up sequence can also be determined according to the real-time business scenario of the vehicle.

[0070] Furthermore, since there are multiple service braking methods, each with different braking principles, they are suitable for different scenarios. Taking the mining scenario as an example, different scenarios have different braking requirements. Step 1 can be used for non-heavy load driving scenarios, such as: the downhill section from the unloading point (such as the ore processing plant) back to the loading point (such as the mining site), the road surface is mainly hardened dirt road or gravel road, without continuous sharp bends. At this point, the load is only the vehicle's own weight (e.g., 70-100 tons, without material loading), approximately 1 / 3-1 / 4 of a full load. The vehicle speed can be stabilized at 30-40 km / h (the safe speed of an empty vehicle is higher than a full load), entering the high-efficiency range of regenerative braking (motor power generation efficiency > 20%). (Regenerative braking is a technology that converts vehicle kinetic energy into other forms of energy (usually electrical energy) and stores it, thereby achieving deceleration and braking. Unlike traditional friction braking (which converts kinetic energy into heat energy through friction), it can recover energy during braking, improving energy utilization efficiency.) In this scenario, the braking strategy can prioritize energy recovery, with the recovered electrical energy directly supplied to on-board equipment (such as the steering pump, hydraulic system, and cab air conditioning), reducing the additional energy consumption of the diesel engine (the economic weight is slightly higher when returning empty).

[0071] Therefore, in step 1, when the unmanned vehicle is not heavily loaded and the current driving speed is greater than the preset speed, after entering the service braking process, regenerative braking is performed first. During the execution of regenerative braking, whether the regenerative braking meets the requirements (such as whether the vehicle speed is stable) is monitored. If the braking force is insufficient due to full battery charge (such as battery SOC exceeds 80%, and electric energy cannot be recovered) or the motor speed is too low (regeneration efficiency decreases), the mechanical brake (disc / drum) can be supplemented with "pulse braking" (each braking lasts 0.2-0.5 seconds, with an interval of 1-2 seconds) to avoid continuous friction and heat generation, or the mechanical brake can be directly activated. The specific implementation method can be determined according to the configuration of the vehicle itself.

[0072] Step 2 can be used for heavy-load driving scenarios. For example, mining scenarios (such as open-pit mine transportation roads) are characterized by heavy loads (hundreds of tons), steep slopes (slopes often reaching 10%-25%), long downhill slopes (several kilometers), and complex road surfaces (gravel / mud). The braking strategy must prioritize "no slipping, no overheating, and precise speed control." In step 2, when the unmanned vehicle's current business status is heavy-load downhill, after entering the service brake control process, the hydraulic retarder braking can be performed first; when the hydraulic retarder oil temperature reaches the warning value (such as 120°C), the exhaust brake can be briefly turned on (by closing the exhaust valve to increase the resistance in the engine), sharing 5%-10% of the braking force, and buying heat dissipation time for the hydraulic retarder (usually lasting 10-20 seconds); when the hydraulic retarder braking efficiency drops by a preset value (for example: 5%), the mechanical brake can be pre-pressurized in advance (the gap between the brake pad and the brake disc is reduced to within 0.5mm), but without actual contact (to avoid wear), so that the mechanical brake is on standby to ensure instant response in case of emergencies. Pre-pressurize the mechanical brake;

[0073] Furthermore, when the parking brake process includes a default parking brake mode and at least one emergency parking brake mode that are different parking brake modes, the method further includes the following steps:

[0074] Step 1: If the unmanned vehicle is a heavy mining truck, after engaging the parking brake, perform pneumatic parking. If pneumatic parking cannot keep the unmanned vehicle stationary, perform mechanical parking.

[0075] Step 2: If the unmanned vehicle is a small mining equipment, after engaging the parking brake, perform mechanical parking; if mechanical parking cannot keep the unmanned vehicle stationary, perform pneumatic parking;

[0076] Step 3: If the unmanned vehicle is a preset special vehicle type, after entering the parking brake, perform hydraulic parking; if hydraulic parking cannot keep the unmanned vehicle stationary, perform mechanical parking.

[0077] The core function of the parking brake (also known as the parking brake or handbrake) is to prevent the vehicle from moving while stationary, and is particularly suitable for use on slopes and uneven roads. There are various types of braking methods, depending on the power source and structural form.

[0078] For heavy-duty mining trucks (such as electric-wheeled trucks over 200 tons) and large scrapers, pneumatic parking brakes offer high and controllable force, while mechanical parking brakes can serve as an emergency backup. Independent of the power source and air pressure, they lock the wheels / drive shafts through purely mechanical structures (such as steel cables, gears, and springs), providing a "last line of defense" in the event of a pneumatic system leak or air pump failure. For smaller mining equipment (such as mining pickup trucks and small loaders under 5 tons), mechanical parking brakes (such as drum parking brakes) are the primary method, as they are simple and reliable, matching the braking force requirements of smaller mining equipment. Pre-defined special vehicles are typically core equipment that ensures efficient and safe mining, transportation, and auxiliary operations. Examples include: mining and tunneling vehicles (hydraulic excavators, mining excavators, surface miners, etc.), transportation vehicles (mining dump trucks, mining electric locomotives, mining belt conveyors, etc.), auxiliary and engineering vehicles (mining bulldozers, mining water trucks, etc.), security and logistics vehicles (mining explosion-proof forklifts, mining personnel transport vehicles, etc.), and special engineering machinery vehicles (mining explosives transport vehicles, etc.). For these pre-defined special vehicles, hydraulic parking can be the primary method. If hydraulic parking is not sufficient to keep the unmanned vehicle stationary, mechanical parking can be used.

[0079] According to an embodiment of the present disclosure, an optional braking control method for an unmanned vehicle is also provided, as shown in FIG2C . The method may include:

[0080] Driving process (dynamic):

[0081] Step 1: When the vehicle needs to brake during driving, if the driving brake function is detected to be ineffective, the emergency driving brake is triggered; if both driving and emergency driving are detected to be ineffective, the parking brake is directly used to slow down the vehicle.

[0082] Step 2: After the emergency service brake is activated, if failure of the emergency service brake function is detected, use the parking brake to slow down the vehicle.

[0083] Step 3: After the parking brake is activated, if parking brake failure is detected, use the emergency parking brake to slow down.

[0084] End of driving (static):

[0085] Step 1: During parking, if the vehicle needs to park, when it is recognized that the parking brake fails, the emergency parking is triggered to park the vehicle; if it is recognized that both parking and emergency parking fail, the service brake is directly and continuously requested to ensure that the vehicle stops.

[0086] Step 2: After emergency parking is activated, when it is detected that the emergency parking function is invalid, the service brake is continuously requested to ensure that the vehicle stops.

[0087] Step 3: When the service brake is continuously requested and it is detected that the service brake function has failed, the emergency service brake is continuously applied to ensure that the vehicle stops.

[0088] In the above steps, the definition of functional failure is as follows:

[0089] Failure of the service brake function: This includes failure of the controller that implements the service brake function, communication failure, failure of the wiring harness that implements the service brake function, or failure of the valve body function, or the vehicle does not slow down and stop as expected when the service brake is applied;

[0090] The failure of the emergency service brake function is similar to the failure of the service brake function;

[0091] Failure of both service and emergency brakes: refers to the simultaneous failure of the service brake function and the emergency brake function, or the failure of the valve body / mechanical device that acts together with the service brake and the emergency brake (for example, the wheel end brake does not detect braking force);

[0092] Parking brake function failure: This includes a controller failure, communication failure, wiring harness failure, or valve failure, or the vehicle does not stop as expected after the parking brake is applied.

[0093] The failure of the emergency parking brake function is similar to the failure of the parking brake function;

[0094] Failure of both parking and emergency parking brakes: refers to the simultaneous failure of the parking brake function and the emergency parking brake function, or the failure of the valve body / mechanical device that acts together with the parking brake and the emergency parking brake.

[0095] The above embodiment provides a vehicle redundant braking system, which utilizes the four systems of braking, service braking, parking, and emergency parking for functional complementarity. Even if only one of the four systems functions normally, the vehicle can still be guaranteed to have braking capability, effectively improving the safety of the unmanned driving system.

[0096] Based on the same disclosed concept, the embodiments of the present disclosure also provide a braking control device for an unmanned vehicle and an unmanned vehicle. Since the principles of the problems solved by these devices and the unmanned vehicle are similar to those of the aforementioned braking control method for the unmanned vehicle, the implementation of the device and the unmanned vehicle can refer to the implementation of the aforementioned method, and the repeated parts will not be repeated.

[0097] The present disclosure provides a braking control device for an unmanned vehicle. Figure 3 Shown, including:

[0098] Identification module 301, used to identify whether the unmanned vehicle has a braking requirement;

[0099] A determination module 302 is configured to determine a braking control process for instructing the unmanned vehicle to brake, wherein the braking control process includes a first sub-braking control process and a second sub-braking control process, wherein the braking control process is related to the current vehicle state information of the unmanned vehicle, and the current vehicle state information is used to represent at least the dynamic and static state, driving speed, and / or service status of the unmanned vehicle;

[0100] The braking control module 303 is configured to enter the first sub-braking control process, and if the first sub-braking control process cannot complete the corresponding braking function, use the second sub-braking control process to replace the first sub-braking control process to complete the corresponding braking function.

[0101] In another embodiment provided by the present disclosure, in the process of using the second sub-braking control process to replace the first sub-braking control process to complete the corresponding braking function, the first sub-braking control process is in an activated state.

[0102] In another embodiment provided by the present disclosure, when the current vehicle state of the unmanned vehicle satisfies a first condition, the first sub-braking control process is used to convert the vehicle state from dynamic to static, and the second sub-braking control process is used to keep the vehicle static; the first condition includes at least one of the following: being in dynamic state, a driving speed not being zero, and being in a driving state; the braking control module 303 is used to enter the first sub-braking control process, and when the vehicle cannot enter a static state, use the second sub-braking control process instead of the first sub-braking control process to convert the vehicle state from dynamic to static;

[0103] The braking control module 303 is further configured to enter the second sub-braking control process to keep the vehicle stationary when the vehicle is able to enter a stationary state through the first sub-braking control process.

[0104] In another embodiment provided by the present disclosure, when the current vehicle state of the unmanned vehicle satisfies a second condition, the first sub-braking control process is used to keep the vehicle static, and the second sub-braking control process is used to convert the vehicle state from dynamic to static; the second condition includes at least one of the following: being static, the driving speed is zero, and the business state is loading state or unloading state; the braking control module 303 is used to enter the first sub-braking control process, and when the vehicle cannot remain static, the second sub-braking control process is executed in a specified manner to replace the first sub-braking control process to keep the vehicle static.

[0105] In another embodiment provided by the present disclosure, after entering the target sub-brake control process, the braking control module 303 is further configured to sequentially use at least two braking execution modes according to a preset priority to execute the corresponding braking function until any one of the braking execution modes completes the braking function corresponding to the target sub-brake control process; if the at least two braking execution modes are unable to complete the corresponding braking function, switch to the next sub-brake control process of the target sub-brake control process, or until the last sub-brake control process of the braking control process; wherein the target sub-brake control process is the first sub-brake control process or the second sub-brake control process.

[0106] In another embodiment provided in the present disclosure, the braking control module 303 is further used to determine, for a target sub-braking control process, a fault cause of a braking execution mode of a first priority level included in the target sub-braking control process that fails to complete a corresponding braking function; when the fault cause indicates that a braking execution mode of a second priority level of the target sub-braking control process fails to complete a corresponding braking function, braking execution modes of subsequent priorities after removing the braking execution mode of the second priority level will be enabled in descending order of priority until any braking execution mode completes the braking function corresponding to the target sub-braking control process; wherein, the first priority level is higher than the second priority level.

[0107] In another embodiment provided by the present disclosure, one of the first sub-brake control process and the second sub-brake control process is a service brake process, and the other of the first sub-brake control process and the second sub-brake control process is a parking brake process.

[0108] In another embodiment provided by the present disclosure, the at least two braking modes included in the service braking process include: a default service braking mode and at least one emergency service braking mode; the at least one emergency service braking mode and the default service braking mode are the same as or different service braking modes; and / or,

[0109] The parking brake process includes at least two braking modes: a default parking brake mode and at least one emergency parking brake mode; the at least one emergency parking brake mode and the default parking brake mode are the same as or different parking brake modes.

[0110] In another embodiment provided by the present disclosure, the service braking process includes a default service braking mode and at least one emergency service braking mode which are different service braking modes. The braking control module 303 is also used to, when the current business status of the unmanned vehicle represents non-heavy load driving and the current driving speed is greater than a preset speed, perform regenerative braking after entering the service braking control process; when the braking force of the regenerative braking cannot meet the demand, or the battery feedback SOC value is greater than a preset threshold, or the motor speed is lower than a preset speed, perform mechanical braking; and / or when the current business status of the unmanned vehicle represents heavy load downhill, after entering the service braking control process, perform hydraulic retarder braking; when the hydraulic retarder oil temperature reaches a warning value, perform exhaust braking; when the hydraulic retarder braking efficiency drops by a preset value, pre-charge the mechanical brake so that the mechanical brake is in a standby state.

[0111] An embodiment of the present disclosure provides an unmanned vehicle, which is used to execute a braking control method for an unmanned vehicle as described in any embodiment of the present disclosure.

[0112] Through the above description of the embodiments, those skilled in the art can clearly understand that the embodiments of the present disclosure can be implemented by hardware, or by means of software plus a necessary general hardware platform.

[0113] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of a preferred embodiment, and the modules or processes in the accompanying drawings are not necessarily required for implementing the present disclosure.

[0114] Obviously, those skilled in the art may make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the claims of the present disclosure and their equivalents, the present disclosure is intended to include these modifications and variations.

Claims

1. A braking control method for an unmanned vehicle, characterized in that: include: Identify that the unmanned vehicle needs to brake; Determining to enter a braking control process for braking the unmanned vehicle, the braking control process comprising a first sub-braking control process and a second sub-braking control process, wherein the braking control process is related to current vehicle state information of the unmanned vehicle, the current vehicle state information being used to characterize at least a dynamic or static state, a driving speed, and / or a current service state of the unmanned vehicle; Entering the first sub-brake control process, if the first sub-brake control process cannot complete the corresponding braking function, the second sub-brake control process is used to replace the first sub-brake control process to complete the corresponding braking function.

2. The method according to claim 1, wherein In the process of using the second sub-brake control process to replace the first sub-brake control process to complete the corresponding braking function, the first sub-brake control process is in an active state.

3. The method according to claim 1, wherein When the current vehicle state of the unmanned vehicle satisfies a first condition, the first sub-braking control process is used to convert the vehicle state from dynamic to static, and the second sub-braking control process is used to keep the vehicle static; the first condition includes at least one of the following: being in dynamic state, the driving speed is not zero, and the business state is driving state; Entering the first sub-brake control process, and if the first sub-brake control process cannot complete the corresponding braking function, using the second sub-brake control process to replace the first sub-brake control process to complete the corresponding braking function, including: Entering the first sub-brake control process, and if the vehicle cannot enter a static state, using the second sub-brake control process instead of the first sub-brake control process to convert the vehicle state from dynamic to static; The method further comprises: When the vehicle can be brought to a stationary state through the first sub-braking control process, the second sub-braking control process is entered to keep the vehicle stationary.

4. The method according to claim 1, wherein When the current vehicle state of the unmanned vehicle satisfies a second condition, the first sub-braking control process is used to keep the vehicle static, and the second sub-braking control process is used to convert the vehicle state from dynamic to static; the second condition includes at least one of the following: being static, the driving speed is zero, and the business state is loading or unloading; Entering the first sub-brake control process, and if the first sub-brake control process cannot complete the corresponding braking function, using the second sub-brake control process to replace the first sub-brake control process to complete the corresponding braking function, including: Entering the first sub-brake control process, if the vehicle cannot remain stationary, executing the second sub-brake control process in a specified manner to replace the first sub-brake control process to keep the vehicle stationary.

5. The method according to claim 1, wherein After entering the target sub-brake control process, the method further includes: At least two braking execution modes are used sequentially according to a preset priority to execute corresponding braking functions until any one of the braking execution modes completes the braking function corresponding to the target sub-braking control process; If the at least two braking execution modes cannot complete the corresponding braking function, switching to the next sub-braking control process of the target sub-braking control process, or until the last sub-braking control process of the braking control process; The target sub-braking control process is the first sub-braking control process or the second sub-braking control process.

6. The method according to claim 5, wherein The method further comprises: For the target sub-braking control process, if the first-priority braking execution mode included in the target sub-braking control process cannot complete the corresponding braking function, determining a fault cause of the first-priority braking execution mode; If the fault cause indicates that the second-priority braking execution mode of the target sub-brake control process cannot complete the corresponding braking function, the subsequent priority braking execution modes after the second-priority braking execution mode are removed and activated in descending order of priority until any braking execution mode completes the braking function corresponding to the target sub-brake control process; The first priority is higher than the second priority.

7. The method according to any one of claims 1 to 6, wherein: One of the first sub-brake control process and the second sub-brake control process is a service brake process, and the other of the first sub-brake control process and the second sub-brake control process is a parking brake process.

8. The method according to claim 7, wherein The at least two braking modes included in the service braking process include: a default service braking mode and at least one emergency service braking mode; the at least one emergency service braking mode and the default service braking mode are the same as or different service braking modes; and / or, The parking brake process includes at least two braking modes: a default parking brake mode and at least one emergency parking brake mode; the at least one emergency parking brake mode and the default parking brake mode are the same as or different parking brake modes.

9. The method according to claim 7, wherein The default service braking mode and at least one emergency service braking mode included in the service braking process are different service braking modes, and the method further includes: If the current service state of the unmanned vehicle indicates non-heavy-load driving and the current driving speed is greater than a preset speed, regenerative braking is performed after entering the service brake control process; if the braking force of the regenerative braking cannot meet the demand, or the battery feedback SOC value is greater than a preset threshold, or the motor speed is lower than a preset speed, mechanical braking is performed; and / or When the current business status of the unmanned vehicle represents a heavy-load downhill situation, after entering the service brake control process, the hydraulic retarder braking is executed; when the hydraulic retarder oil temperature reaches the warning value, the exhaust braking is executed; when the hydraulic retarder braking efficiency drops by a preset value, the mechanical brake is pre-charged, so that the mechanical brake is in a standby state.

10. An unmanned vehicle, characterized in that: Used to execute a braking control method for an unmanned vehicle as described in any one of claims 1-9.

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