Control method and system with main and auxiliary braking and steering functions and vehicle

Abstract

The invention discloses a control method and system with main and auxiliary braking and steering and a vehicle, and relates to the technical field of vehicle driving control, and the control method comprises the steps that according to comparison of displacement of a main brake pedal and displacement of an auxiliary brake pedal, corresponding brake pressure is controlled to be output; emergency braking is controlled and triggered according to the displacement amount of the auxiliary braking pedal; and controlling to start an auxiliary steering takeover mode according to the judgment on the turning angle signal, the torque signal and the pressure signal of the auxiliary steering wheel or the judgment on the displacement amount of the auxiliary brake pedal, and performing steering control according to the torque signal and the turning angle signal of the auxiliary steering wheel. Dual-redundancy control of a main and auxiliary braking and steering system is achieved through the drive-by-wire technology, a co-driver can seamlessly take over the longitudinal and transverse control right of the vehicle under the emergency condition, switching between emergency braking and main and auxiliary steering wheel control is achieved, and the safety of the vehicle is guaranteed to the maximum degree.

Description

Technical Field

[0001] This invention relates to the field of vehicle driving control technology, and in particular to a control method, system and vehicle with main and auxiliary braking and steering. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] Currently, the safety control devices of training vehicles used in driving schools generally adopt a mechanical parallel auxiliary braking system. The core design logic is to add an independent brake pedal in the passenger seat, which is directly connected in parallel with the driver's braking system through metal linkages and hydraulic lines, so as to realize the function of dual pedals controlling the same braking mechanism.

[0004] Traditional training vehicles only address the longitudinal control needs of emergency braking, but completely neglect the control of the vehicle's lateral direction of travel. Due to the lack of a secondary steering system, the instructor's intervention is limited to deceleration and stopping. When a student makes a mistake that results in dangerous lateral maneuvers such as crossing the line, deviating from the lane, or oversteering / understeering, the instructor cannot directly correct the vehicle's trajectory. They can only reduce the severity of the accident through braking, but cannot prevent a collision from occurring in the first place. Summary of the Invention

[0005] To address the aforementioned issues, this invention proposes a control method, system, and vehicle with primary and secondary braking and steering. By employing drive-by-wire technology, dual redundant control of the primary and secondary braking and steering systems is achieved. In emergencies, the co-driver can seamlessly take over longitudinal and lateral control of the vehicle, enabling switching between emergency braking and primary / secondary steering wheel control, thus maximizing vehicle safety.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a control method with primary and secondary braking and steering, comprising: Based on the comparison of the displacement of the main brake pedal and the auxiliary brake pedal, the corresponding braking pressure is controlled and output. Emergency braking is triggered based on the displacement of the secondary brake pedal. Based on the judgment of the steering angle signal, torque signal and pressure signal of the secondary steering wheel, or the judgment of the displacement of the secondary brake pedal, the secondary steering takeover mode is activated, and steering control is performed according to the torque signal and steering angle signal of the secondary steering wheel.

[0007] As an alternative implementation method, the displacement of the main brake pedal and the auxiliary brake pedal is compared, and the signal with the larger displacement is used as the output basis to control the corresponding braking pressure. If the displacement of the auxiliary brake pedal exceeds the preset maximum travel threshold, the maximum braking pressure is triggered to achieve emergency braking.

[0008] As an optional implementation, the process of judging the steering angle signal, torque signal and pressure signal of the auxiliary steering wheel includes: the torque change rate of the auxiliary steering wheel exceeds a set torque threshold, and / or the pressure change rate of the auxiliary steering wheel exceeds a set pressure threshold, and / or the steering angle change rate of the auxiliary steering wheel exceeds a set steering angle safety range.

[0009] As an alternative implementation, the process for determining the displacement of the secondary brake pedal includes: if the displacement of the secondary brake pedal is greater than a set activation threshold, it indicates that the secondary brake pedal has been depressed.

[0010] As an alternative implementation, when at least one of the two judgment conditions is met, the control starts the secondary steering takeover mode; Force feedback is provided to the main steering wheel and the auxiliary steering wheel by the main feedback motor and the auxiliary feedback motor, respectively.

[0011] In a second aspect, the present invention provides a control system with main and auxiliary braking and steering, comprising: a brake controller and a vehicle controller; The brake controller is configured to control the output of corresponding braking pressure based on a comparison of the displacement of the main brake pedal and the auxiliary brake pedal, and to control the triggering of emergency braking based on the displacement of the auxiliary brake pedal. The vehicle controller is configured to activate the secondary steering takeover mode based on the judgment of the angle signal, torque signal, and pressure signal of the secondary steering wheel, or the judgment of the displacement of the secondary brake pedal, and to perform steering control based on the torque signal and angle signal of the secondary steering wheel.

[0012] As an alternative implementation, the main brake pedal and the auxiliary brake pedal are connected to the brake controller in parallel. The auxiliary brake pedal is equipped with an auxiliary pedal position sensor to monitor the displacement of the auxiliary brake pedal and transmit it to the brake controller.

[0013] As an alternative implementation, the control system further includes a steering system, which includes a main steering wheel and a secondary steering wheel; The main steering wheel is connected to the main feedback motor via the main steering column, and a main steering angle sensor is installed on the main steering column, while a main torque sensor is installed on the main feedback motor, to detect the steering angle signal and torque signal of the main steering wheel respectively. The secondary steering wheel is connected to the secondary feedback motor via the secondary steering column, and a secondary steering angle sensor and a pressure sensor are installed on the secondary steering column. A secondary torque sensor is installed on the secondary feedback motor to detect the steering angle signal, pressure signal and torque signal of the secondary steering wheel, respectively.

[0014] As an alternative implementation, the main steering wheel and the auxiliary steering wheel are connected to the steering actuator via steer-by-wire technology to achieve electronic signal-controlled steering.

[0015] Thirdly, the present invention provides a vehicle with main and auxiliary braking and steering, including a vehicle body and a control system as described in the second aspect disposed on the vehicle body.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention proposes a control method, system, and vehicle with main and auxiliary braking and steering. By adding an auxiliary brake pedal system and an auxiliary steering system to the passenger side, the passenger can control the vehicle's emergency braking by manipulating the auxiliary brake pedal, and gain control of the steering system after the displacement of the auxiliary brake pedal reaches a certain level. When torque, angle, and pressure are input to the auxiliary steering wheel, the steering system smoothly switches to the passenger mode, ensuring the safety of the training vehicle.

[0017] This invention proposes a control method, system, and vehicle with primary and secondary braking and steering. It achieves dual-redundant control of the primary and secondary braking and steering systems through drive-by-wire technology. In emergencies, the co-driver can seamlessly take over longitudinal and lateral control of the vehicle, enabling rapid, safe, and smooth switching between emergency braking and primary / secondary steering wheel control, maximizing vehicle safety. The low-pedal-priority logic of the braking system and the dynamic switching mechanism of the steering system work synergistically to significantly improve the safety performance of training vehicles, making it suitable for driving school training, autonomous driving testing, and other scenarios.

[0018] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0020] Figure 1 This is a flowchart of a control method with main and auxiliary braking and steering provided in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the control system structure with main and auxiliary braking and steering provided in Embodiment 2 of the present invention; Figure 3 The schematic diagram of the control system with main and auxiliary braking and steering provided in Embodiment 2 of the present invention; The components are as follows: 1. Secondary steering wheel; 2. Secondary steering column; 3. Secondary steering angle sensor; 4. Secondary feedback motor; 5. Secondary torque sensor; 6. Secondary brake pedal; 7. Secondary pedal position sensor; 8. Electric power steering system; 9. Power steering motor; 10. Vehicle controller; 11. Main steering wheel; 12. Main steering column; 13. Main steering angle sensor; 14. Main feedback motor; 15. Main torque sensor; 16. Main brake pedal; 17. Brake controller; 18. Pressure sensor. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0023] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form as well. Furthermore, it should be understood that the terms “comprising” and “including”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0025] Example 1 This embodiment provides a control method with main and auxiliary braking and steering, such as Figure 1 As shown, it includes: Based on the comparison of the displacement of the main brake pedal and the auxiliary brake pedal, the corresponding braking pressure is controlled and output. Emergency braking is triggered based on the displacement of the secondary brake pedal. Based on the judgment of the steering angle signal, torque signal and pressure signal of the secondary steering wheel, or the judgment of the displacement of the secondary brake pedal, the secondary steering takeover mode is activated, and steering control is performed according to the torque signal and steering angle signal of the secondary steering wheel.

[0026] In this embodiment, by adding a secondary brake pedal system and a secondary steering system to the passenger seat, dual redundant control of the main and secondary braking and steering systems is achieved, specifically including the following:

[0027] In this embodiment, the braking control strategy includes: (1) Monitor the position of the main brake pedal and the position of the auxiliary brake pedal in real time to obtain the displacement of the main brake pedal and the displacement of the auxiliary brake pedal over a set time period.

[0028] (2) Compare the displacement of the main brake pedal and the auxiliary brake pedal, and use the signal with the larger displacement, that is, the signal with the lower pedal position, to control the output of the corresponding braking pressure.

[0029] Specifically, the principle of prioritizing the lower pedal is adopted, that is, when the main brake pedal and the auxiliary brake pedal are pressed at the same time, the pedal signal with the larger displacement (i.e. the signal with stronger braking demand) is used as the output basis.

[0030] For example, if the secondary brake pedal is depressed to 50% of its travel and the primary brake pedal is only depressed to 20%, the brake controller will output the braking pressure corresponding to 50% of the travel.

[0031] (3) Emergency braking trigger: If the displacement of the auxiliary brake pedal exceeds the preset maximum travel threshold (e.g., 80% travel), the maximum braking pressure is directly controlled to achieve emergency braking.

[0032] The principles of braking control strategies include: Taking a training vehicle as an example, during normal training, the student controls the vehicle's deceleration by using the main brake pedal. When the instructor notices a student's operational error (such as failure to brake in time), the instructor can depress the secondary brake pedal. The brake controller, based on the position signal of the secondary brake pedal, prioritizes the instructor's braking command and applies corresponding braking force through the hydraulic actuator.

[0033] This dual redundancy design ensures seamless switching of braking control, avoiding safety risks caused by delays in student operation.

[0034] In this embodiment, the steering control strategy includes: (1) Real-time detection of the steering angle and torque signals of the main steering wheel, the steering angle, torque and pressure signals of the auxiliary steering wheel, and the position signal of the auxiliary brake pedal.

[0035] (2) Main steering mode: In the default state, the power steering motor is driven to output power torque according to the steering angle signal and torque signal of the main steering wheel to assist the student in steering; and the torque signal and pressure signal of the auxiliary steering wheel, as well as the position signal of the auxiliary brake pedal are monitored in real time.

[0036] (3) The secondary steering wheel is not normally engaged in operation, and its output torque, angle, and pressure signals are 0 or constant. When the co-driver takes over in an emergency (turns the secondary steering wheel or depresses the secondary brake pedal), the secondary steering takeover logic is executed.

[0037] Specifically: Judgment condition 1: The torque change rate of the auxiliary steering wheel exceeds the set torque threshold (e.g., 5 N·m / s), and / or the pressure change rate of the auxiliary steering wheel exceeds the set pressure threshold, and / or the steering angle change rate of the auxiliary steering wheel exceeds the set steering angle safety range.

[0038] Judgment condition two: The displacement of the secondary brake pedal is greater than the set start threshold, which means that the secondary brake pedal has been pressed.

[0039] When at least one of the judgment conditions is met, the secondary steering takeover logic is executed. Based on the steering wheel angle and torque signals of the primary steering wheel, and the torque and steering wheel angle signals of the secondary steering wheel, the steering system control is smoothly transferred to the passenger side within 0.2 seconds, realizing the intention of the passenger to take over the vehicle's steering control.

[0040] (4) Feedback mechanism: The main feedback motor and the auxiliary feedback motor provide force feedback to the main steering wheel and the auxiliary steering wheel respectively to simulate the real road feel.

[0041] For example, when the vehicle's steering resistance increases, the feedback motor outputs a reverse torque, allowing the instructor or student to perceive the change in steering load.

[0042] The principles of steering control strategies include: During regular training, trainees control the vehicle's direction using the main steering wheel, while the power steering motor provides assistance based on the trainee's steering input.

[0043] If the instructor needs to take over in an emergency (such as when the vehicle deviates from its lane), they only need to turn the secondary steering wheel or press the secondary brake pedal. Based on the judgment of the steering angle, torque and pressure signals of the secondary steering wheel, or the judgment of the displacement of the secondary brake pedal, the instructor can identify the intention to take over and smoothly switch control within 0.2 seconds.

[0044] After switching, the power steering motor fully responds to the commands of the auxiliary steering wheel, enabling real-time correction of the vehicle's direction. During this process, the input signal from the main steering wheel is temporarily blocked, but the main feedback motor still provides force feedback to prevent the student from making mistakes.

[0045] Example 2 This embodiment provides a control system with main and auxiliary braking and steering, including: a brake controller and a vehicle controller; The brake controller is configured to control the output of corresponding braking pressure based on a comparison of the displacement of the main brake pedal and the auxiliary brake pedal, and to control the triggering of emergency braking based on the displacement of the auxiliary brake pedal. The vehicle controller is configured to activate the secondary steering takeover mode based on the judgment of the angle signal, torque signal, and pressure signal of the secondary steering wheel, or the judgment of the displacement of the secondary brake pedal, and to perform steering control based on the torque signal and angle signal of the secondary steering wheel.

[0046] The following is combined Figures 2-3 A detailed introduction to the system is provided.

[0047] In this embodiment, the system includes a braking system and a steering system.

[0048] The braking system includes a main brake pedal 16 (i.e., the student side), a brake controller 17, a secondary brake pedal 6 (i.e., the instructor side), a secondary pedal position sensor 7, and a corresponding hydraulic actuator. The main brake pedal 16 and the auxiliary brake pedal 6 are connected to the brake controller 17 in parallel. The auxiliary pedal position sensor 7 is located on the auxiliary brake pedal 6 and is used to monitor the displacement of the auxiliary brake pedal 6 in real time and transmit the signal to the brake controller 17.

[0049] In this embodiment, the control strategy of the braking system includes: (1) The brake controller 17 monitors the position of the main brake pedal 16 in real time, and the auxiliary pedal position sensor 7 monitors the position of the auxiliary brake pedal 6 in real time.

[0050] (2) The brake controller 17 receives the position signals of the main brake pedal 16 and the auxiliary brake pedal 6, determines the displacement of the main brake pedal 16 and the auxiliary brake pedal 6 and compares them. (3) The brake controller 17 adopts the principle of low pedal priority, that is, when the main brake pedal 16 and the auxiliary brake pedal 6 are pressed at the same time, the pedal signal with larger displacement (that is, the signal with lower pedal position and stronger braking demand) is used as the output basis to output the corresponding braking pressure.

[0051] For example, if the auxiliary brake pedal 6 is depressed to 50% of its travel and the main brake pedal 16 is only depressed to 20%, the brake controller 17 outputs the braking pressure corresponding to 50% of the travel.

[0052] (4) Emergency braking trigger: If the displacement of the auxiliary brake pedal 6 exceeds the preset maximum stroke threshold (e.g., 80% stroke), the brake controller 17 directly triggers the maximum braking pressure to achieve emergency braking.

[0053] In this embodiment, the working principle of the braking system includes: During normal training, the trainee controls the vehicle's deceleration using the main brake pedal 16. When the instructor notices a trainee's operational error (such as failure to brake in time), the instructor depresses the secondary brake pedal 6. The brake controller 17, based on the signal from the secondary pedal position sensor 7, prioritizes the instructor's braking command and applies corresponding braking force through the hydraulic actuator. This dual redundancy design ensures seamless switching of braking control, avoiding safety risks caused by trainee operational delays.

[0054] In this embodiment, the steering system includes: a vehicle controller 10, a power steering motor 9 and an electric power steering unit 8, a main steering wheel 11 (student side), a main steering column 12, a main steering angle sensor 13, a main torque sensor 15 and a main feedback motor 14; and a secondary steering wheel 1 (coach side), a pressure sensor 18, a secondary steering column 2, a secondary steering angle sensor 3, a secondary torque sensor 5 and a secondary feedback motor 4.

[0055] The main steering wheel 11 is connected to the main feedback motor 14 via the main steering column 12. A main steering angle sensor 13 is installed on the main steering column 12, and a main torque sensor 15 is installed on the main feedback motor 14, so as to detect the steering angle signal and torque signal of the main steering wheel 11 respectively.

[0056] The auxiliary steering wheel 1 is connected to the auxiliary feedback motor 4 through the auxiliary steering column 2, and an auxiliary angle sensor 3 and a pressure sensor 18 are installed on the auxiliary steering column 2. An auxiliary torque sensor 5 is installed on the auxiliary feedback motor 4 to detect the angle signal, pressure signal and torque signal of the auxiliary steering wheel 1 respectively.

[0057] The main steering wheel 11 and the auxiliary steering wheel 1 are connected to the steering actuator via steer-by-wire technology to achieve electronic signal control of steering.

[0058] The vehicle controller 10 is connected to the power steering motor 9, and the power steering motor 9 is connected to the electric power steering system 8; the vehicle controller 10 receives the position signal of the auxiliary brake pedal 6 measured by the auxiliary pedal position sensor 7.

[0059] In this embodiment, the control strategy of the steering system includes: (1) The main steering angle sensor 13 detects the steering angle signal of the main steering wheel 11; The main torque sensor 15 detects the torque signal of the main steering wheel 11; The auxiliary steering angle sensor 3 detects the steering angle signal of the auxiliary steering wheel 1; The auxiliary torque sensor 5 detects the torque signal of the auxiliary steering wheel 1; Pressure sensor 18 detects the pressure signal of auxiliary steering wheel 1; The auxiliary pedal position sensor 7 detects the position signal of the auxiliary brake pedal 6; The vehicle controller 10 receives the angle and torque signals from the main steering wheel 11, the angle, torque, and pressure signals from the auxiliary steering wheel 1, and the position signal from the auxiliary brake pedal 6.

[0060] (2) Main steering mode: In the default state, the vehicle controller 10 drives the power assist motor 9 to output power assist torque according to the steering angle signal and torque signal of the main steering wheel 11, assisting the student to complete the steering, and monitors the torque signal and pressure signal of the auxiliary steering wheel 1, as well as the position signal of the auxiliary brake pedal 6 in real time.

[0061] (3) The auxiliary steering wheel 1 is not normally engaged in operation, and its output torque, angle and pressure signals are 0 or constant. When the instructor takes over in an emergency (turns the auxiliary steering wheel 1 or depresses the auxiliary brake pedal 6), the auxiliary steering takeover logic is executed.

[0062] Specifically: Judgment condition 1: The torque change rate of the auxiliary steering wheel 1 exceeds the set torque threshold (e.g., 5 N·m / s), and / or the pressure change rate of the auxiliary steering wheel 1 exceeds the set pressure threshold, and / or the steering angle change rate of the auxiliary steering wheel 1 exceeds the set steering angle safety range.

[0063] Judgment condition 2: If the displacement of the auxiliary brake pedal 6 detected by the auxiliary pedal position sensor 7 is greater than the set start threshold, it means that the auxiliary brake pedal 6 has been pressed.

[0064] When at least one of the judgment conditions 1 and 2 is met, the secondary steering takeover logic is executed. The vehicle controller 10 smoothly transfers the steering system control to the coach's co-driver side within 0.2s based on the steering angle and torque signals of the main steering wheel 11 and the torque and steering angle signals of the secondary steering wheel 1, thereby realizing the coach's intention to take over the vehicle's steering control.

[0065] (4) Feedback mechanism: The main feedback motor 14 and the auxiliary feedback motor 4 provide force feedback to the main steering wheel 11 and the auxiliary steering wheel 1 respectively to simulate the real road feel.

[0066] For example, when the vehicle's steering resistance increases, the feedback motor outputs a reverse torque, allowing the instructor or student to perceive the change in steering load.

[0067] The working principle of a steering system includes: During regular training, the trainee controls the vehicle's direction using the main steering wheel 11, while the power steering motor 9 provides assistance based on the trainee's steering input. If the instructor needs to take over in an emergency (e.g., if the vehicle deviates from its lane), they simply turn the auxiliary steering wheel 1 or depress the auxiliary brake pedal 6. The vehicle controller 10 identifies the intention to take over via signals from the auxiliary torque sensor 5 and the auxiliary steering angle sensor 3, and smoothly switches control within 0.2 seconds. After the switch, the power steering motor 9 fully responds to the commands from the auxiliary steering wheel 1, enabling immediate correction of the vehicle's direction. During this process, the input signal from the main steering wheel 11 is temporarily blocked, but the main feedback motor 14 still provides force feedback to prevent trainee misoperation.

[0068] Below is an application example.

[0069] Scenario: The student understeers in a curve, and the instructor takes over immediately.

[0070] Braking intervention: When the instructor depresses the secondary brake pedal to 60% of its travel, the brake controller prioritizes the secondary pedal signal, and the vehicle begins to decelerate.

[0071] Steering takeover: When the instructor presses the secondary brake pedal or turns the secondary steering wheel, the secondary torque sensor detects a torque change rate of 8 N·m / s on the secondary steering wheel (exceeding the threshold of 5 N·m / s). The pressure exerted by the instructor's hand on the secondary steering wheel on the pressure sensor exceeds 2N. The vehicle controller smoothly switches to secondary steering mode within 0.2s.

[0072] Execution control: The power steering motor adjusts the front wheel steering angle according to the steering angle signal of the auxiliary steering wheel, and the vehicle trajectory is corrected to a safe range.

[0073] Synchronized feedback: The main and auxiliary feedback motors provide force feedback to the student and instructor respectively, matching the current steering resistance, to ensure consistent operational perception.

[0074] As an alternative implementation, the sampling frequency of the main and auxiliary angle sensors and torque sensors is 100Hz to ensure real-time signal accuracy.

[0075] As an alternative implementation method, the delay time from the input of the auxiliary steering wheel to the switch of control is ≤100ms, which meets the requirements of emergency conditions.

[0076] As an alternative implementation method, the output curve of the booster motor can be pre-calibrated.

[0077] As an alternative implementation, the vehicle controller and the brake controller communicate via a CAN bus, and a data packet verification mechanism ensures the reliability of signal transmission.

[0078] The following are alternative solutions that can achieve the same or similar technical effects.

[0079] Alternative Option 1: Mechanically linked master and slave control system.

[0080] Braking system: The auxiliary brake pedal is directly connected to the hydraulic push rod of the main brake pedal via a mechanical linkage. When the instructor depresses the auxiliary brake pedal, the mechanical linkage pushes the main brake push rod to transmit braking force.

[0081] Steering System: The auxiliary steering wheel is mechanically coupled to the main steering column via a gear set, synchronous belt, or chain mechanism. When the instructor turns the auxiliary steering wheel, the gear transmission drives the main steering column to rotate synchronously, directly controlling the wheel steering.

[0082] Advantages: Faster mechanical linkage response, no reliance on electronic signal transmission, avoiding system failure due to controller malfunction. Suitable for scenarios with lower requirements for electronic system reliability or where simplified control logic is needed.

[0083] Alternative Solution 2: Control system based on wireless communication.

[0084] Signal transmission: Input signals from the secondary brake pedal and secondary steering wheel are transmitted to the vehicle controller via Bluetooth.

[0085] Control logic: After receiving the wireless signal, the vehicle controller drives the braking actuator (such as an electro-hydraulic pump) and the power steering motor to achieve braking and steering control.

[0086] Advantages: Reduces the complexity of in-vehicle wiring harnesses and facilitates retrofitting and installation.

[0087] Alternative Solution 3: AI Predictive Automatic Takeover System.

[0088] Data acquisition: Real-time monitoring of student actions (such as steering amplitude and braking frequency) and environmental information (such as lane departure and obstacle distance) through cameras, radar and vehicle sensors.

[0089] AI algorithm: Based on machine learning models, it predicts potential hazards (such as a lane departure probability of >80%), provides warning sounds, and automatically triggers the braking and steering systems to switch to coach mode.

[0090] Advantages: Requires pre-trained high-precision AI models and is equipped with high-performance onboard computing units. Reduces reliance on human intervention by instructors and improves the timeliness of takeover; suitable for intensive training scenarios for novice learners.

[0091] Alternative Option 4: Modular detachable secondary control system.

[0092] Interface design: The auxiliary brake pedal and auxiliary steering wheel are connected to the vehicle's existing system via standardized quick-connect interfaces (such as CAN bus interfaces or mechanical clips).

[0093] Functionality expansion: Supports external displays or mobile terminals to show control status in real time (such as brake pressure and steering angle). Adapts to the rapid modification needs of multiple vehicle models, reducing the cost of modifying training vehicles.

[0094] Example 3 This embodiment provides a vehicle with main and auxiliary braking and steering, including: a vehicle body and a control system as described in Embodiment 2 disposed on the vehicle body.

[0095] The aforementioned control strategy and vehicle system achieve dual redundant control of the main and auxiliary braking and steering systems through drive-by-wire technology. By adding an auxiliary brake pedal system and auxiliary steering system to the passenger side of the training vehicle, the instructor can control the vehicle's emergency braking by manipulating the auxiliary brake pedal, and gain control of the steering system after the displacement of the auxiliary brake pedal reaches a certain level. When torque, angle, and pressure are input to the auxiliary steering wheel, the steering system smoothly switches to passenger mode within 0.2 seconds, ensuring the safety of the training vehicle.

[0096] The aforementioned control strategy and vehicle system utilize drive-by-wire technology to achieve dual redundant control of the main and auxiliary braking and steering systems. In emergencies, instructors can seamlessly take over longitudinal and lateral control of the vehicle, enabling rapid, safe, and smooth switching between emergency braking and main / auxiliary steering wheel control, maximizing vehicle safety. The synergistic effect of the braking system's low-pedal-priority logic and the steering system's dynamic switching mechanism significantly enhances the safety performance of training vehicles, making them suitable for driving school training, autonomous driving testing, and other scenarios.

[0097] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A control method with main and auxiliary braking and steering, characterized in that, include: Based on the comparison of the displacement of the main brake pedal and the auxiliary brake pedal, the corresponding braking pressure is controlled and output. Emergency braking is triggered based on the displacement of the secondary brake pedal. Based on the judgment of the steering angle signal, torque signal and pressure signal of the secondary steering wheel, or the judgment of the displacement of the secondary brake pedal, the secondary steering takeover mode is activated, and steering control is performed according to the torque signal and steering angle signal of the secondary steering wheel.

2. The control method with main and auxiliary braking and steering as described in claim 1, characterized in that, The displacement of the main brake pedal and the auxiliary brake pedal are compared, and the signal with the larger displacement is used as the output basis to control the corresponding braking pressure. If the displacement of the auxiliary brake pedal exceeds the preset maximum travel threshold, the maximum braking pressure is triggered to achieve emergency braking.

3. The control method with main and auxiliary braking and steering as described in claim 1, characterized in that, The process of judging the steering angle signal, torque signal and pressure signal of the auxiliary steering wheel includes: the torque change rate of the auxiliary steering wheel exceeds the set torque threshold, and / or the pressure change rate of the auxiliary steering wheel exceeds the set pressure threshold, and / or the steering angle change rate of the auxiliary steering wheel exceeds the set steering angle safety range.

4. The control method with main and auxiliary braking and steering as described in claim 1, characterized in that, The process of determining the displacement of the secondary brake pedal includes: if the displacement of the secondary brake pedal is greater than the set activation threshold, it indicates that the secondary brake pedal has been depressed.

5. The control method with main and auxiliary braking and steering as described in claim 1, characterized in that, When at least one of the two judgment conditions is met, the control starts the secondary steering takeover mode; Force feedback is provided to the main steering wheel and the auxiliary steering wheel by the main feedback motor and the auxiliary feedback motor, respectively.

6. A control system with main and auxiliary braking and steering, characterized in that, include: Brake controller and vehicle controller; The brake controller is configured to control the output of corresponding braking pressure based on a comparison of the displacement of the main brake pedal and the auxiliary brake pedal, and to control the triggering of emergency braking based on the displacement of the auxiliary brake pedal. The vehicle controller is configured to activate the secondary steering takeover mode based on the judgment of the angle signal, torque signal, and pressure signal of the secondary steering wheel, or the judgment of the displacement of the secondary brake pedal, and to perform steering control based on the torque signal and angle signal of the secondary steering wheel.

7. A control system with main and auxiliary braking and steering as described in claim 6, characterized in that, The main brake pedal and the auxiliary brake pedal are connected to the brake controller in parallel. The auxiliary brake pedal is equipped with an auxiliary pedal position sensor to monitor the displacement of the auxiliary brake pedal and transmit it to the brake controller.

8. A control system with main and auxiliary braking and steering as described in claim 6, characterized in that, The control system also includes a steering system, which includes a main steering wheel and a secondary steering wheel; The main steering wheel is connected to the main feedback motor via the main steering column, and a main steering angle sensor is installed on the main steering column, while a main torque sensor is installed on the main feedback motor, to detect the steering angle signal and torque signal of the main steering wheel respectively. The secondary steering wheel is connected to the secondary feedback motor via the secondary steering column, and a secondary steering angle sensor and a pressure sensor are installed on the secondary steering column. A secondary torque sensor is installed on the secondary feedback motor to detect the steering angle signal, pressure signal and torque signal of the secondary steering wheel, respectively.

9. A control system with main and auxiliary braking and steering as described in claim 8, characterized in that, The main steering wheel and the auxiliary steering wheel are connected to the steering actuator via steer-by-wire technology to achieve electronic signal control of steering.

10. A vehicle with main and auxiliary braking and steering, characterized in that, include: The vehicle body and the control system according to any one of claims 6-9 disposed on the vehicle body.

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