Mechanical parking two-channel control system and unmanned vehicle

Abstract

The invention provides a mechanical parking two-channel control system and an unmanned vehicle, and the system comprises a parking operation unit which is of a normally open structure with double contacts; the whole vehicle control unit is provided with two input terminals used for receiving parking signals and can generate a parking command which can be executed by the unmanned vehicle; and the vehicle power supply unit is connected with the parking operation unit and can output a high-level signal, and the parking operation unit is configured to enable one side terminal of each contact of the double contacts to be respectively connected with two input terminals of the whole vehicle control unit through two mutually independent signal channels, and the other side terminal of each contact of the double contacts is connected with the other input terminal of the whole vehicle control unit through two mutually independent signal channels. The other side terminal of each contact is connected with the positive electrode of the vehicle power supply unit, and when any one of the double contacts is closed, a high level signal of the vehicle power supply unit is used as a parking signal to be output to the whole vehicle control unit. Therefore, the unmanned vehicle can be safely parked when the unmanned control system fails or the sensor fails.

Description

Technical Field

[0001] This application belongs to the field of intelligent driving and relates to a mechanical parking dual-path control system and an unmanned vehicle using the system. Background Technology

[0002] Currently, with the development of intelligent driving technology, autonomous vehicles, which have the highest degree of automation, are widely used in scenarios such as ports, mining areas, logistics transportation, and closed roads. Examples include known autonomous heavy-duty trucks and autonomous tractor-trailers. Existing autonomous vehicles generally use an Electronic Parking Brake (EPB) system to control vehicle parking, and the EPB is uniformly controlled by the Vehicle Control Unit (VCU). If the autonomous driving control system malfunctions or encounters abnormal situations (such as abnormal autonomous driving algorithms or sensor failures), the vehicle will lose its parking function. Therefore, for safety redundancy, external mechanical parking devices are also installed on autonomous vehicles to directly input parking signals to the VCU. Thus, by using external mechanical parking devices as an auxiliary parking solution, effective parking of the vehicle from the outside can be ensured, preventing safety accidents caused by vehicle rollover.

[0003] Existing external mechanical parking devices mostly adopt a single-circuit structure, with a relatively simple electrical signal path. When the external mechanical parking device itself or its wiring harness experiences issues such as wiring harness breakage, terminal detachment, or VCU single-channel input port failure due to long-term vibration, aging, or poor installation, the vehicle may be unable to perform parking operations in an emergency, posing safety hazards such as vehicle rollaway or collision. Especially in unattended or remotely controlled scenarios, such failures will bring significant safety risks and economic losses. Summary of the Invention

[0004] The problem the invention aims to solve: To address the aforementioned issues, the purpose of this application is to provide a mechanical parking dual-path control system and an unmanned vehicle using this system, enabling the unmanned vehicle to park safely when the unmanned driving control system fails or the sensors malfunction.

[0005] Technical means to solve the problem: This application provides a mechanical parking dual-path control system, comprising: a parking operation unit configured as a normally open structure with two contacts; a vehicle control unit having two input terminals for receiving signals from the parking operation unit and capable of generating parking commands that can be executed by an unmanned vehicle; and a vehicle power supply unit connected to the parking operation unit and capable of outputting a high-level signal. The parking operation unit forms a dual-path input structure with the vehicle control unit through two independent signal paths. The vehicle control unit is configured to generate the parking command when either of the two input terminals receives the high-level signal.

[0006] Alternatively, in this application, the parking operation unit is configured to connect one side terminal of each contact of the dual contacts to the two input terminals of the vehicle control unit through two independent signal paths, and the other side terminal of each contact is connected to the positive terminal of the vehicle power unit. Furthermore, when any contact of the dual contacts is closed, the high-level signal of the vehicle power unit is output to the vehicle control unit through the closed contact.

[0007] Alternatively, in this application, the parking operation unit is configured such that when a parking operation is performed, the two contacts close simultaneously, and a high-level signal from the vehicle power unit is provided to the vehicle control unit via the closed contacts.

[0008] Alternatively, in this application, the parking operation unit is configured to provide a low-level signal to the vehicle control unit when one of the two contacts fails to close.

[0009] Alternatively, in this application, the vehicle control unit is configured to generate the parking command and record fault information when the two input terminals receive a high-level signal and a low-level signal.

[0010] Alternatively, in this application, the high-level signal is a 24V voltage signal output by the vehicle power supply unit, and the low-level signal is a ground potential or a 0V voltage signal.

[0011] Alternatively, in this application, the vehicle control unit is connected to the electronic parking system via a communication bus, and the electronic parking system is connected to the execution unit via a communication bus. When the electronic parking system receives the parking command from the vehicle control unit, it drives the execution unit to perform the parking action.

[0012] Alternatively, in this application, the parking operation unit is a mechanical button or a mechanical switch. When the mechanical button is pressed or the mechanical switch is turned on, the parking operation unit is configured such that both contacts close simultaneously.

[0013] This application provides an unmanned vehicle equipped with a mechanical parking dual-path control system as described in any one of claims 1 to 8.

[0014] Alternatively, in this application, it refers to unmanned vehicles used in port, mining area, logistics transportation, or closed road scenarios.

[0015] Effects of the Invention: According to this application, by setting the parking operation unit as a dual-contact system to achieve a dual-loop signal input channel between it and the vehicle control unit, redundant detection of external parking signals is realized. When the autonomous driving control system fails (such as upper-level algorithm anomaly, communication link disconnection, single-point failure of VCU port, etc.), a parking trigger signal can still be directly provided to the vehicle control unit through external operation, thereby ensuring that the vehicle can perform parking operations and preventing the vehicle from slipping or rolling away after the control system fails. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of a mechanical parking dual-path control system according to one embodiment of this application.

[0017] Symbol explanation: 10 Vehicle control unit; 20 Electronic parking system; 30 Actuation unit; 40 Parking operation unit; 40L Left contact; 40R Right contact; 50 Vehicle power unit. Detailed Implementation

[0018] The present application is further described below with reference to the following embodiments. It should be understood that the following embodiments are for illustrative purposes only and are not intended to limit the present application. The same or corresponding reference numerals in the figures denote the same components, and repeated descriptions are omitted. In the description of this application, it should be noted that the terms "installation," "connection," and "linking" should be interpreted broadly, and those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0019] The mechanical parking dual-path control system in the embodiments of this application will now be clearly and completely described in conjunction with the accompanying drawings.

[0020] Autonomous vehicles achieve autonomous driving based on the decision-making and control of an autonomous driving control system (hereinafter referred to as the main control system S). When the autonomous driving control system detects that the parking conditions are met, it can enable the vehicle to automatically brake and maintain a parked state without human intervention.

[0021] The main control system S, as the upper-level decision-making and control layer, is the highest-level control unit of the vehicle. It is responsible for generating vehicle operation commands based on algorithms such as environmental perception, localization, path planning, and behavioral decision-making. In the parking control scenario, the main control system S determines whether a parking operation needs to be performed based on task planning, vehicle speed, target point location, surrounding environment, and safety conditions, and sends a parking request to the vehicle control unit 10 through a communication bus (such as Ethernet, CAN-FD, or Ethernet).

[0022] The vehicle control unit 10, acting as a mid-level coordination and command distribution layer, receives parking requests from the main control system S. It also performs logical judgments, priority determinations, and safety confirmations on multi-source signals to generate standardized parking commands. For example, based on the vehicle status detected by environmental perception units (including cameras, LiDAR, millimeter-wave radar, etc.), when the vehicle control unit 10 determines that the vehicle is in a parking-ready state, it generates a parking command according to its internal control logic. This parking command is transmitted to the electronic parking system 20 via the communication bus. Furthermore, the vehicle control unit 10 is also responsible for monitoring and diagnosing anomalies in the execution status returned by the electronic parking system 20, and, when necessary, performs safety downgrades or reports fault information to the main control system S.

[0023] As the lower-level execution control layer, the electronic parking system 20 receives a parking command from the vehicle control unit 10 and drives the actuator (ACT) 30 to operate. For example, the drive motor pushes the brake caliper to clamp the brake disc through the reduction mechanism, thereby parking the vehicle. Furthermore, the electronic parking system 20 detects the execution status based on sensor units (such as position sensors, pressure sensors, and current sensors) and feeds the execution results back to the vehicle control unit 10. If an abnormality is detected (such as motor jamming or clamping failure), the electronic parking system 20 reports an error signal so that the vehicle control unit 10 can trigger an alarm or take backup measures.

[0024] As mentioned earlier, redundancy is typically implemented to ensure parking operations can still be triggered in situations such as failure of the autonomous driving control system, communication interruption, or sensor malfunction. In other words, when an anomaly occurs in the upper-level autonomous driving control system, communication link, or sensor detection, a parking signal can be directly input via an external mechanical switch to immediately initiate the parking action. This creates a "hard trigger" channel completely independent of the software logic, forming a dual software-hardware redundancy mechanism that significantly enhances the overall system safety level.

[0025] Based on this, in this embodiment, the mechanical parking dual-path control system includes a parking operation unit 40 for emergency parking from the outside. The parking operation unit 40 can be, for example, a mechanical button or switch such as a push button, toggle switch, or rotary switch. Furthermore, multiple parking operation units 40 can be installed on the driverless vehicle. That is, the vehicle control unit 10 not only receives parking requests from the main control system S, but also receives parking signals generated by manual operation.

[0026] In this embodiment, the parking operation unit 40 is configured as a normally open structure with two contacts. The parking operation unit 40 has a left contact 40L and a right contact 40R, which share a single trigger mechanism. However, each contact is independently conductive and has its own lead, allowing for the simultaneous formation of two completely independent signal paths. For example, when the parking operation unit 40 is used for parking operations (e.g., pressing a mechanical button or turning on a switch), the left contact 40L and right contact 40R close simultaneously, becoming conductive, but electrically independent. It should be understood that in this embodiment, a parking operation unit 40 has two sets of contacts, each set corresponding to a pair of terminals, forming two independent signal paths, i.e., dual circuits. Furthermore, it should be understood that the description of contacts emphasizes the internal conductive structure used to achieve on / off switching, while the description of terminals emphasizes the external connection interface used for wiring. When a contact is closed, the corresponding terminals are conductive; when a contact is open, the corresponding terminals are disconnected.

[0027] In this embodiment, the parking operation unit 40 is connected to the positive terminal of the vehicle power supply unit 50, which provides a high-level signal to trigger the parking input terminal of the vehicle control unit. The high-level signal can be a 24V DC voltage signal output by the vehicle power supply unit 50 or other standard voltage that meets the control requirements. Further, the parking operation unit 40 forms two parallel circuits between the vehicle control unit 10 and the vehicle power supply unit 50. One side of the left contact 40L of the parking operation unit 40 is connected to one of the input terminals of the vehicle control unit 10 via a wiring harness, and the other side of the left contact 40L is connected to the vehicle power supply unit 50 via a wiring harness. Similarly, one side of the right contact 40R of the parking operation unit 40 is connected to the other input terminal of the vehicle control unit 10 via a wiring harness, and the other side of the right contact 40R is connected to the vehicle power supply unit 50 via a wiring harness. This forms two parallel and independent parking trigger circuits, i.e., signal channels. Since the two paths are independent of each other, signal redundancy is formed.

[0028] Furthermore, the vehicle control unit 10 has two input terminals for receiving external parking signals. When the input terminals detect a high-level signal (such as 24V), the internal logic of the vehicle control unit 10 is triggered to generate a parking command and send it to the electronic parking system 20 to perform the braking action.

[0029] The control logic of the mechanical parking dual-path control system is shown in the table below.

[0030]

[0031] Therefore, when the parking operation unit 40 is not subjected to a parking operation (e.g., the mechanical button is not pressed), both the left contact 40L and the right contact 40R are open circuits, and neither of the two input terminals of the vehicle control unit 10 is connected to the vehicle power supply unit 50. That is, the two input terminals are stable at a low level, for example, a voltage of 0V. At this time, the parking operation unit 40 will not trigger a parking command. When the parking operation unit 40 is subjected to a parking operation (e.g., the mechanical button is pressed), the left contact 40L and the right contact 40R close simultaneously. Current flows from the vehicle power supply unit 50 through two independent paths to the two input terminals of the vehicle control unit 10, causing both input terminals to transition to a high level, for example, a voltage of 24V. In this embodiment, when the contacts are closed and the circuit is connected, the high-level signal received by the input terminals of the vehicle control unit 10 is equivalent to a parking signal being manually input via the parking operation unit 40, and the parking operation unit 40 enters the trigger determination process.

[0032] Furthermore, in this embodiment, a parking signal from the outside is considered valid as long as any input terminal of the vehicle control unit 10 is high. Subsequently, the vehicle control unit 10 generates a parking command via its internal logic and sends it to the electronic parking system 20, driving the execution unit to achieve parking. In other words, the vehicle control unit 10 will generate a parking command as long as any high level is detected. In other words, even if one of the left contact 40L and the right contact 40R in the parking operation unit 40 fails or malfunctions, the vehicle can still be parked as long as the other contact of the left contact 40L and the right contact 40R can close. Thus, dual-path redundant detection logic can be implemented, ensuring that a parking command can still be triggered even if any signal fails, improving system safety and reliability.

[0033] Furthermore, to improve reliability, the vehicle control unit 10 can also compare the consistency of the two inputs and record faults. For example, when it is detected that one input voltage is high and the other is low, the vehicle control unit 10 will still ensure parking action according to the strategy of triggering when either input is valid, but will also record the fault information (such as which input is low) to facilitate later maintenance.

[0034] In this application, two sets of independent contacts and signal paths are set in the parking operation unit 40 to form a dual-path redundancy structure. Even if any one signal harness is disconnected, a terminal is detached, or the VCU input port fails, the other path can still conduct normally, ensuring that the parking signal is reliably input to the vehicle control unit, realizing emergency parking operation, and preventing the unmanned vehicle from rolling, sliding, or colliding after the control system fails.

[0035] Furthermore, in this application, the vehicle control unit 10 simultaneously receives two input signals from the parking operation unit 40 and is configured with a logic structure where "any high level is considered valid." This allows the parking command to be triggered even when the inputs are inconsistent, ensuring timely braking of the vehicle in emergency scenarios. Thus, the parking operation unit 40 and the vehicle control unit 10 achieve logical redundancy triggering, providing strong fault tolerance. Moreover, the dual-path design of this application not only provides redundant input in hardware but also introduces a fault-tolerant determination mechanism in software logic, achieving synergy between physical and logical redundancy and improving the overall safety level of the system.

[0036] Furthermore, in this application, the dual-path structure only requires the addition of a dual-contact mechanism and two pairs of wiring harness terminals to the existing mechanical switch, achieving redundant input without the need for additional control modules or complex logic circuits. It can be directly applied to new vehicle models or used for low-cost retrofitting and upgrading of existing single-loop systems, facilitating mass production and standardized deployment. Therefore, the mechanical parking dual-path control system of this application has a simple structure, is easy to install, and has high adaptability.

[0037] Furthermore, in this application, the vehicle control unit 10 monitors the voltage consistency and records faults of the dual-path input status, which can automatically generate alarms or fault codes in the background system, facilitating remote diagnosis, preventive maintenance and reliability analysis, and improving the safety and controllability of unmanned vehicle cluster operation.

[0038] The above detailed embodiments further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above are merely one specific embodiment of this application and are not limited to the scope of protection of this application. This application can be embodied in various forms without departing from its fundamental characteristics. Therefore, the embodiments described in this application are for illustrative purposes only and not for limitation. Since the scope of this application is defined by the claims rather than the description, and all variations falling within the scope defined by the claims, or their equivalents, should be understood to be included in the claims. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A dual-path mechanical parking control system for an unmanned vehicle, characterized in that, include: The parking control unit is configured as a normally open structure with two contacts; The vehicle control unit has two input terminals for receiving signals from the parking operation unit and can generate parking commands that can be executed by the autonomous vehicle. as well as The vehicle power supply unit, which is connected to the parking operation unit, is capable of outputting a high-level signal. The parking operation unit forms a dual-path input structure with the vehicle control unit through two independent signal paths. The vehicle control unit is configured to generate the parking command when either of the two input terminals receives the high-level signal.

2. The mechanical parking dual-path control system according to claim 1, characterized in that, The parking operation unit is configured to connect one side of each contact of the dual contacts to the two input terminals of the vehicle control unit via two independent signal paths, and the other side of each contact is connected to the positive terminal of the vehicle power unit. When any contact of the dual contacts is closed, the high-level signal of the vehicle power unit is output to the vehicle control unit via the closed contact.

3. The mechanical parking dual-path control system according to claim 1, characterized in that, The parking operation unit is configured such that when a parking operation is performed, both contacts close simultaneously, and a high-level signal from the vehicle power unit is provided to the vehicle control unit via the closed contacts.

4. The mechanical parking dual-path control system according to claim 1, characterized in that, The parking operation unit is configured to provide a low-level signal to the vehicle control unit when one of the two contacts fails to close.

5. The mechanical parking dual-path control system according to claim 4, characterized in that, The vehicle control unit is configured to generate the parking command and record fault information when the two input terminals receive a high-level signal and a low-level signal.

6. The mechanical parking dual-path control system according to claim 5, characterized in that, The high-level signal is a 24V voltage signal output by the vehicle power supply unit, and the low-level signal is a ground potential or a 0V voltage signal.

7. The mechanical parking dual-path control system according to claim 1, characterized in that, The vehicle control unit is connected to the electronic parking system via a communication bus, and the electronic parking system is connected to the execution unit via a communication bus. When the electronic parking system receives the parking command from the vehicle control unit, it drives the execution unit to perform the parking action.

8. The mechanical parking dual-path control system according to claim 1, characterized in that, The parking operation unit is a mechanical button or a mechanical switch. When the mechanical button is pressed or the mechanical switch is turned on, the parking operation unit is configured such that both contacts close simultaneously.

9. An unmanned vehicle, characterized in that, The vehicle is equipped with a mechanical parking dual-path control system as described in any one of claims 1 to 8.

10. The driverless vehicle according to claim 9, characterized in that, These are unmanned vehicles used in port, mining, logistics transportation, or closed road scenarios.

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