Emergency protection system and method for unmanned vehicle

Abstract

The emergency protection system of the unmanned vehicle comprises a storage battery, a power supply main switch, a vehicle controller and a brake mechanism. The power supply main switch is electrically connected with the storage battery and is used for controlling the electrical connection and disconnection of the storage battery and the vehicle end load. The vehicle controller is electrically connected with the power supply main switch and is used for collecting the state information of the power supply main switch. The state information comprises an open signal and a closed signal. The brake mechanism is electrically connected with the vehicle controller. The power supply main switch has an open state and a closed state. When the power supply main switch is in the open state, the vehicle controller can collect the open signal and control the brake mechanism to brake. When the power supply main switch is in the closed state, the vehicle controller can collect the closed signal and control the brake mechanism to be inactivated. The safety performance can be improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to an emergency protection system and method for unmanned vehicles. Background Technology

[0002] In the electrical systems of unmanned vehicles (such as wide-body vehicles) in mining areas, the main battery power switch (commonly known as the battery switch) is a standard electrical component, usually connected in series in the vehicle's low-voltage power supply circuit. It is only used to manually disconnect the battery power supply when the vehicle is stopped for maintenance or long-term parking to prevent leakage or accidental starting. When the main power switch is accidentally disconnected during vehicle operation due to maintenance errors or high vibration and dusty environments, the vehicle's low-voltage control system faces severe voltage fluctuations due to the loss of battery power. However, the engine continues to operate under the power supply of the generator until the supply voltage exceeds the limit (overvoltage or undervoltage), triggering a protective power-off. This interrupts the vehicle's control logic, leading to serious safety risks such as loss of power control and brake failure.

[0003] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0004] This disclosure provides an emergency protection system and method for unmanned vehicles, which can improve safety performance.

[0005] According to one aspect of this disclosure, an emergency protection system for an unmanned vehicle is provided, the emergency protection system comprising: Storage battery; The main power switch is electrically connected to the battery and is used to control the electrical connection and disconnection of the battery and the vehicle-end load. The vehicle controller is electrically connected to the main power switch and is used to collect the status information of the main power switch, the status information including an open signal and an closed signal; The braking mechanism is electrically connected to the vehicle controller. The main power switch has an open state and a closed state. When the main power switch is in the open state, the vehicle controller can collect the open signal and control the braking mechanism to brake. When the main power switch is in the closed state, the vehicle controller can collect the closed signal and control the braking mechanism to remain inactive.

[0006] In one embodiment of this disclosure, the main power switch includes a housing, a first switch assembly, a second switch assembly, and a rotating rod; The rotating rod extends out of the housing and is rotatably connected to the housing. The first switch assembly is fixedly connected to the rotating rod, and at least a portion of the structure of the first switch assembly is disposed within the housing. The first switch assembly is used to control the electrical conduction and disconnection of the battery and the vehicle-end load. The second switch assembly is fixedly connected to the rotating rod and electrically isolated from the first switch assembly. At least a portion of the structure of the second switch assembly is disposed within the housing. The second switch assembly is used to control the status information. When the main power switch is in the off state, the first switch assembly controls the battery to disconnect from the vehicle load, and the vehicle controller can collect the disconnection signal through the second switch assembly; when the main power switch is in the closed state, the first switch assembly controls the battery to connect to the vehicle load, and the vehicle controller can collect the closed signal through the second switch assembly.

[0007] In one embodiment of this disclosure, the first switch assembly includes two first terminals, a first connecting rod, and a first contact for contacting each of the first terminals; Wherein, at least a portion of the structure of the first terminal is fixed inside the housing, and the first connecting rod and the first contact are located inside the housing, the two first contacts are fixedly connected by the first connecting rod, and the first connecting rod is fixedly connected to the rotating rod; When the main power switch is closed, the two first contacts are in contact with the two first terminals respectively; when the main power switch is open, the two first contacts are separated from the two first terminals respectively.

[0008] In one embodiment of this disclosure, the second switch assembly includes two second terminals, a second connecting rod, and a second contact for contacting each of the second terminals; In this configuration, at least a portion of the structure of the second terminal is fixed within the housing, and the second connecting rod and the second contact are located within the housing. One second terminal is used for electrical connection with the vehicle controller, and the other second terminal is used for electrical connection with the grounding terminal. The two second contacts are fixedly connected via the second connecting rod, which is fixedly connected to the rotating rod. The first connecting rod and the second connecting rod are spaced apart along the axis of the rotating rod, and the first connecting rod and the second connecting rod are located in the same plane. When the main power switch is in the closed state, the two second contacts are in contact with the two second terminals respectively, and the closing signal includes a low level of the ground terminal; when the main power switch is in the open state, the two second contacts are separated from the two second terminals respectively, and the opening signal includes a low level transition signal of the ground terminal.

[0009] In one embodiment of this disclosure, the vehicle controller is electrically connected to a second terminal via a hard wire.

[0010] In one embodiment of this disclosure, the emergency protection system further includes a starter and a generator; In this configuration, one of the first terminals is electrically connected to the negative terminal of the battery, and the other first terminal is electrically connected to one end of the starter motor, one end of the generator, and the grounding terminal. The other end of the starter motor, the other end of the generator, the positive terminal of the battery, and the vehicle-end load are electrically connected to each other.

[0011] In one embodiment of this disclosure, the emergency protection system further includes a starter and a generator; In this configuration, one of the first terminals, one end of the starter motor, one end of the generator, and the vehicle-end load are electrically connected to each other; another of the first terminals is electrically connected to the positive terminal of the battery; and the other end of the starter motor, the other end of the generator, the negative terminal of the battery, and the ground terminal are electrically connected to each other.

[0012] In one embodiment of this disclosure, the emergency protection system further includes a starter and a generator; In this configuration, one of the first terminals, one end of the starter motor, one end of the generator, and the positive terminal of the battery are electrically connected to each other; another of the first terminals is electrically connected to the vehicle-end load; and the other end of the starter motor, the other end of the generator, the negative terminal of the battery, and the ground terminal are electrically connected to each other.

[0013] In one embodiment of this disclosure, the braking mechanism includes a service braking system and a parking braking system. When the main power switch is in the off state, the vehicle controller is used to control the service braking system and the parking braking system to brake respectively.

[0014] According to another aspect of this disclosure, an emergency protection method for an autonomous vehicle is provided, applied to the aforementioned emergency protection system for an autonomous vehicle, the emergency protection method comprising: The vehicle controller collects the status information of the main power switch; wherein, the status information includes an open signal and an closed signal; When the disconnection signal is detected, the vehicle controller controls the braking mechanism to apply the brakes. When the closing signal is detected, the vehicle controller controls the braking mechanism to remain inactive.

[0015] The emergency protection system and method for autonomous vehicles disclosed herein enable the vehicle controller to immediately detect the disconnection signal of the main battery power switch when it is accidentally disconnected, and trigger the braking mechanism to perform braking action. This allows for immediate vehicle shutdown in emergency situations where the main power switch disconnection causes power loss to the vehicle load and interruption of control signals, without relying on external commands or manual intervention. This effectively avoids control failure and vehicle loss of control risks caused by power outages, improving vehicle safety. Conversely, when the main power switch is normally closed, the vehicle controller detects the closure signal and keeps the braking mechanism inactive, ensuring uninterrupted normal vehicle operation. Through the direct linkage between the main power switch state and braking control, a low-level safety redundancy logic independent of the main control system is constructed, significantly enhancing the active safety protection capability of autonomous vehicles in scenarios of abnormal power disconnection, and achieving reliable, immediate, and autonomous braking protection for autonomous vehicles in the event of a sudden power outage.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] Figure 1 This is a schematic diagram of an emergency protection system in one embodiment of this disclosure.

[0019] Figure 2 for Figure 1 The diagram of the main power switch is intended to show that the main power switch is in the closed state.

[0020] Figure 3 for Figure 1 The diagram of the main power switch is intended to show that the main power switch is in the off state.

[0021] Figure 4 This is a schematic diagram of the emergency protection system for the first example.

[0022] Figure 5 This is a schematic diagram of an emergency protection system for the second example.

[0023] Figure 6 This is a schematic diagram of an emergency protection system for the third example.

[0024] Figure 7 This is a flowchart illustrating an emergency protection method in one embodiment of this disclosure.

[0025] Explanation of reference numerals in the attached figures: 01. Vehicle-end load; 1. Battery; 2. Main power switch; 21. Housing; 22. First switch assembly; 221. First terminal; 222. First connecting rod; 223. First contact; 23. Second switch assembly; 231. Second terminal; 232. Second connecting rod; 233. Second contact; 24. Rotating rod; 25. Handle; 3. Braking mechanism; 4. Starter motor; 5. Generator; VCU, Vehicle Controller. Detailed Implementation

[0026] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, they are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and therefore detailed descriptions of them will be omitted. Furthermore, the drawings are merely illustrative of this disclosure and are not necessarily drawn to scale.

[0027] Although relative terms such as "up" and "down" are used in this specification to describe the relative relationship of one component of an icon to another, these terms are used only for convenience, such as according to the orientation of the examples shown in the accompanying drawings. It is understood that if the device of the icon is flipped upside down, the component described as "up" will become the component described as "down." When a structure is "up" of another structure, it may mean that the structure is integrally formed on the other structure, or that the structure is "directly" mounted on the other structure, or that the structure is "indirectly" mounted on the other structure through another structure.

[0028] The terms “a,” “one,” “the,” “the,” and “at least one” are used to indicate the presence of one or more elements / components / etc.; the terms “including” and “having” are used to indicate an open-ended inclusion and to mean that there may be other elements / components / etc. in addition to the listed elements / components / etc.; the terms “first,” “second,” and “third,” etc., are used only as markers and are not a limitation on the number of objects.

[0029] In this article, "grounding" refers to grounding, which means electrically connecting electronic components to the vehicle frame.

[0030] The term "fixed connection" in this article includes, but is not limited to, connection methods such as welding, bolting, bonding, and snap-fitting.

[0031] This disclosure provides an emergency protection system for an unmanned vehicle. See also... Figure 1 The emergency protection system includes a battery 1, a main power switch 2, a vehicle control unit (VCU), and a braking mechanism 3. The main power switch 2 is electrically connected to the battery 1 and controls the electrical connection and disconnection between the battery 1 and the vehicle-side load 01. The VCU is also electrically connected to the main power switch 2 and collects its status information, including open and closed signals. The braking mechanism 3 is electrically connected to the VCU. The main power switch 2 has open and closed states. When the main power switch 2 is in the open state, the VCU collects the open signal and controls the braking mechanism 3 to apply the brakes. When the main power switch 2 is in the closed state, the VCU collects the closed signal and controls the braking mechanism 3 to remain stationary.

[0032] Thus, by constructing a coordinated response system in the autonomous vehicle consisting of a battery 1, a main power switch 2, a vehicle control unit (VCU), and a braking mechanism 3, the VCU can detect the disconnection signal of the main power switch 2 in real time when it is off, and immediately trigger the braking mechanism 3 to perform emergency braking. Therefore, in the instant the main power switch 2 is mistakenly turned off, the vehicle can be forcibly decelerated and stopped without relying on external power supply or communication links. This disclosed embodiment overcomes the inherent defect of traditional systems where power disconnection leads to control failure. It ensures that even if the vehicle's power supply is manually or accidentally cut off, the braking function can still be autonomously activated by an independent logic path. This fundamentally avoids the risk of uncontrolled autonomous vehicles due to misoperation of the main power switch 2, achieving active safety protection for autonomous vehicles in sudden power outage scenarios and improving the reliability and safety of autonomous vehicles.

[0033] It should be noted that when the main power switch 2 is in the off state, the generator 5 is still operating, so the vehicle control unit (VCU) and braking mechanism 3 will apply emergency braking under the power supply of the generator 5. In other words, although the main power switch 2 is in the off state, the vehicle control unit (VCU) and braking mechanism 3 can operate under the power supply of the generator 5, and this brief power supply state lasts at least until the unmanned vehicle comes to an emergency stop.

[0034] In one embodiment of this disclosure, the battery 1 serves as an independent energy storage unit, providing low-voltage power to the autonomous vehicle. For example, the voltage of the battery 1 can be 24V. The presence of the battery 1 ensures that the vehicle still has energy storage capacity when the engine is not running or the generator 5 output is unstable. When the main power switch 2 is closed, the battery 1 operates in parallel with the generator 5 to jointly maintain the voltage stability of the vehicle-side load 01. When the main power switch 2 is disconnected, the battery 1 is physically disconnected from the power supply circuit, causing the low-voltage load of the vehicle to lose its voltage buffering and clamping function, thereby triggering abnormal fluctuations in the power supply voltage.

[0035] In one embodiment of this disclosure, the vehicle-side load 01 is a low-voltage electrical appliance on an autonomous vehicle. The vehicle-side load 01 may include a DC-DC converter, a sensor, a steering gear, a vehicle control unit (VCU), an autonomous driving device, etc.

[0036] In one embodiment of this disclosure, see Figures 1-3 The main power switch 2 includes a housing 21, a first switch assembly 22, a second switch assembly 23, and a rotating rod 24. A portion of the rotating rod 24 extends out of the housing 21, and the rotating rod 24 is rotatably connected to the housing 21. The first switch assembly 22 is fixedly connected to the rotating rod 24, and at least a portion of the first switch assembly is located within the housing 21. The first switch assembly 22 controls the electrical connection and disconnection between the battery 1 and the vehicle-end load 01. The second switch assembly 23 is fixedly connected to the rotating rod 24 and electrically isolated from the first switch assembly 22. At least a portion of the second switch assembly 23 is located within the housing 21, and the second switch assembly 23 controls status information. When the main power switch 2 is in the off state, the first switch assembly 22 controls the battery 1 and the vehicle-end load 01 to disconnect, and the vehicle controller (VCU) can acquire the disconnection signal through the second switch assembly 23. When the main power switch 2 is in the closed state, the first switch assembly 22 controls the battery 1 and the vehicle-end load 01 to be electrically connected, and the vehicle controller (VCU) can acquire the closed signal through the second switch assembly 23.

[0037] Thus, by setting the main power switch 2 to include a first switch assembly 22 and a second switch assembly 23 that are fixedly connected to the rotating rod 24 and electrically isolated from each other, the first switch assembly 22 is responsible for controlling the connection and disconnection of the main circuit between the battery 1 and the vehicle-end load 01, while the second switch assembly 23 is mechanically linked synchronously with the rotating rod 24, directly outputting a disconnection signal or a closing signal consistent with the state of the main circuit according to the position of the rotating rod 24. The generation of this disconnection signal or closing signal depends entirely on the linkage of the physical structure and does not depend on external power or additional sensors. This ensures that when the main power switch 2 of the battery 1 is accidentally disconnected, the vehicle controller VCU can still stably and reliably collect the disconnection signal and immediately trigger the braking mechanism 3 to implement emergency braking, avoiding the risk of vehicle loss of control caused by the loss of state information or failure of collection due to the power failure of the main circuit, and realizing the safety protection of the unmanned vehicle in the scenario of abnormal power disconnection.

[0038] In one embodiment of this disclosure, see Figure 2 , Figure 3 The first switch assembly 22 includes two first terminals 221, a first connecting rod 222, and a first contact 223 for contacting each of the first terminals 221. At least a portion of the structure of the first terminals 221 is fixed within the housing 21, and the first connecting rod 222 and the first contact 223 are located within the housing 21. The two first contacts 223 are fixedly connected via the first connecting rod 222, which is fixedly connected to the rotating rod 24.

[0039] As one example, part of the structure of the first terminal 221 is fixed inside the housing 21, and another part of the structure extends outside the housing 21 so that the part of the first terminal 221 extending outside the housing 21 can be wired; as another example, the entire structure of the first terminal 221 is fixed inside the housing 21, and the wire can extend into the housing 21 and be fixed to the first terminal 221 so that the first terminal 221 can be protected by the housing 21.

[0040] When the main power switch 2 is in the closed state, the two first contacts 223 are in contact with the two first terminals 221 respectively; when the main power switch 2 is in the open state, the two first contacts 223 are separated from the two first terminals 221 respectively.

[0041] Thus, by configuring the first switch assembly 22 to include two first terminals 221, a first connecting rod 222, and a first contact 223 corresponding to each first terminal 221, and fixing the two first contacts 223 together with the first connecting rod 222 and the rotating rod 24, it is ensured that the first contacts 223 synchronously and consistently contact or separate relative to the first terminals 221 under the drive of the rotating rod 24. This achieves mechanical linkage switching of the two first contacts 223 in the main power circuit when the main power switch 2 is opened or closed, avoiding conduction problems caused by single-point offset, jamming, or uneven contact of the first contacts 223. Reliable phenomena; at the same time, since the on / off state of the first switch assembly 22 strictly corresponds to the rotation angle of the rotating rod 24, and the second switch assembly 23 is electrically isolated from the first switch assembly 22 but mechanically linked to the same rotating rod 24, the status information collected by the second switch assembly 23 can reflect the actual on / off state of the main circuit in a true and timely manner. Even in the harsh environment of high vibration and dust in the mining area, it can effectively suppress the misjudgment of status signals caused by mechanical loosening or poor contact, ensuring that the vehicle controller VCU always triggers emergency braking based on accurate status information, and realizes the system's high reliability perception and accurate response to the status of the main power switch 2 under extreme working conditions.

[0042] In one embodiment of this disclosure, see Figure 2 , Figure 3 The second switch assembly 23 includes two second terminals 231, a second connecting rod 232, and second contacts 233 for contacting each second terminal 231. At least a portion of the structure of the second terminals 231 is fixed within the housing 21, and the second connecting rod 232 and the second contact 233 are located within the housing 21. One second terminal 231 is electrically connected to the vehicle control unit (VCU), and the other second terminal 231 is electrically connected to a ground terminal for grounding. The two second contacts 233 are fixedly connected via the second connecting rod 232, which is fixedly connected to a rotating rod 24. The first connecting rod 222 and the second connecting rod 232 are spaced apart along the axis of the rotating rod 24, and are located in the same plane. As one example, part of the structure of the second terminal 231 is fixed inside the housing 21, and another part of the structure extends outside the housing 21 so that the part of the second terminal 231 extending outside the housing 21 can be wired; as another example, the entire structure of the second terminal 231 is fixed inside the housing 21, and the wire can extend into the housing 21 and be fixed to the second terminal 231 so that the second terminal 231 can be protected by the housing 21.

[0043] When the main power switch 2 is in the closed state, the two second contacts 233 are in contact with the two second terminals 231 respectively, and the closing signal includes a low level at the ground terminal; when the main power switch 2 is in the open state, the two second contacts 233 are separated from the two second terminals 231 respectively, and the opening signal includes a low level transition signal at the ground terminal.

[0044] Thus, by configuring the second switch assembly 23 to include two second terminals 231, a second connecting rod 232, and two second contacts 233, one second terminal 231 is electrically connected to the vehicle controller (VCU), and the other second terminal 231 is electrically connected to the ground terminal. The two second contacts 233 are fixedly connected via the second connecting rod 232 and rotate synchronously with the rotating rod 24. Simultaneously, the first connecting rod 222 and the second connecting rod 232 are spaced apart along the axis of the rotating rod 24 and located in the same plane. This ensures that when the main power switch 2 is closed, the second contacts 233 contact the second terminals 231, forming a connection between the vehicle controller (VCU) and the second contacts 233. The low-level path from 33 to the ground terminal is identified as a closed state by the vehicle controller (VCU). When the main power switch 2 is accidentally disconnected, the rotating rod 24 drives the second connecting rod 232 to disengage the second contact 233 from the second terminal 231, and the low-level path is instantly disconnected. The vehicle controller (VCU) detects the low-level jump at the ground terminal, thus accurately identifying it as an open state and immediately triggering the braking mechanism 3. This effectively avoids braking response failure caused by the ambiguity or delay of traditional status signals, solves the problem of unreliable emergency braking when the main power switch 2 is accidentally closed, and significantly improves the active safety protection capability of unmanned vehicles in the event of abnormal power failure.

[0045] In one embodiment of this disclosure, the first terminal 221, the first contact 223, the first connecting rod 222, the second terminal 231, the second contact 233, and the second connecting rod 232 are made of conductive materials, such as copper, iron, aluminum, etc. The rotating rod 24 is made of insulating materials, such as plastic, rubber, etc.

[0046] In one embodiment of this disclosure, see Figure 2 The main power switch 2 also includes a handle 25, which is located at the end of the rotating rod 24 extending out of the housing 21. This allows the operator to grip the handle 25 and apply force to the rotating rod 24, causing it to rotate the first connecting rod 222, the second connecting rod 232, the first contact 223, and the second contact 233, thus closing and opening the main power switch 2. As an example, when the main power switch 2 is in the closed state, rotating the rotating rod 24 by 90° will open the main power switch 2. It should be noted that... Figures 1-6In the diagram, the first contact 223 and the second contact 233 are represented by spheres, but this is not a limitation on their specific structures. The first contact 223 and the second contact 233 can also be the two end structures of the first connecting rod 222 and the second connecting rod 232 themselves. It should also be noted that in Figures 1-6 In this diagram, the first terminal 221 and the second terminal 231 are represented by cylinders, but this is not intended to limit the specific structure of the first terminal 221 and the second terminal 231; and Figure 1 , Figures 4-6 The black square connected to the first terminal 221 and the second terminal 231 is only used to indicate that the wire is electrically connected to the first terminal 221 and the second terminal 231, and has no other meaning.

[0047] In one embodiment of this disclosure, the vehicle controller (VCU) is electrically connected to a second terminal 231 via a hard wire. Thus, the VCU establishes a direct electrical connection to the second terminal 231 via a hard wire. This connection method is independent of any bus communication or software protocol, ensuring that when the main power switch 2 is accidentally disconnected, the second switch assembly 23 generates a low-level grounding signal due to the separation of the second contact 233 from the second terminal 231. This low-level signal can be transmitted to the VCU without delay or interference through the direct hard wire connection path. Therefore, even under extreme conditions such as bus interruption, software anomaly, or communication module failure, the VCU can still reliably and stably identify the system as disconnected, immediately triggering the braking mechanism 3 to perform emergency braking. This completely avoids the risk of vehicle loss of control due to signal acquisition failure, significantly improving the safety redundancy and emergency response reliability of the autonomous driving system in scenarios where the main power switch 2 is abnormally disconnected.

[0048] In one embodiment of this disclosure, after the vehicle controller (VCU) receives the disconnection signal, it transmits an emergency stop command (E-STOP) to the braking mechanism 3. Upon receiving the emergency stop command, the braking mechanism 3 applies maximum braking force to the vehicle.

[0049] Furthermore, the braking mechanism 3 includes a service braking system and a parking braking system. When the main power switch 2 is in the off state, the vehicle controller VCU is used to control the service braking system and the parking braking system to brake respectively.

[0050] Thus, when the main power switch 2 is in the off state due to misoperation or other abnormal conditions, the vehicle controller VCU can collect the disconnection signal in real time and simultaneously trigger the service braking system and parking braking system to perform braking actions respectively. Through the dual braking mechanism, braking redundancy is achieved, which effectively overcomes the risk of insufficient braking performance, delayed response or failure due to power failure when relying on a single braking system in the complex mining conditions of heavy-duty unmanned vehicles. It ensures that the vehicle can still achieve emergency stopping quickly, stably and reliably under extreme conditions of unexpected power interruption, which significantly improves the reliability and fault tolerance of vehicle safety protection.

[0051] Furthermore, when the autonomous vehicle reaches zero speed after emergency braking, it maintains continuous braking pressure and mechanically locks the parking brake, while simultaneously blocking all driving and power output commands. The lock can only be released after authorized personnel inspect and reset the fault on-site, preventing the vehicle from rolling away again or starting accidentally, thereby further improving the safety of the autonomous vehicle.

[0052] Furthermore, when the vehicle control unit (VCU) detects a disconnection signal, it immediately sends a zero-torque command or fuel cut-off command to the engine or electric drive system controller to completely cut off the power system output, thereby terminating the acceleration capability of the autonomous vehicle from the source and preventing the risk of loss of control from further expanding, thus further improving the safety of the autonomous vehicle.

[0053] In one embodiment of this disclosure, the emergency protection system can also be used for manually driven vehicles, which can be new energy vehicles or traditional fuel vehicles.

[0054] The following uses autonomous vehicles as an example of traditional fuel-powered vehicles to illustrate three examples of emergency protection systems.

[0055] In the first example, see Figure 4 In addition to the aforementioned battery 1, main power switch 2, vehicle control unit (VCU), and braking mechanism 3, the emergency protection system also includes a starter 4 and an engine (…). Figure 4 (Not shown in the image), generator 5.

[0056] One of the first terminals 221 is electrically connected to the negative terminal of the battery 1. The other first terminal 221 is electrically connected to one end of the starter 4, one end of the engine, one end of the generator 5, and the ground terminal. The other end of the starter 4, the other end of the engine, the other end of the generator 5, the positive terminal of the battery 1, and the vehicle-end load 01 are electrically connected to each other.

[0057] Thus, when the main power switch 2 is closed, the battery 1 supplies power to the starter 4, the starter 4 drives the engine to start, the engine drives the generator 5 to operate, and the generator 5 stores the generated electrical energy in the battery 1. The battery 1 and the generator 5 work together to provide low-voltage power to the vehicle-side load 01.

[0058] In the second example, see Figure 5 In addition to the aforementioned battery 1, main power switch 2, vehicle control unit (VCU), and braking mechanism 3, the emergency protection system also includes a starter 4 and an engine (…). Figure 5 (Not shown in the image), generator 5.

[0059] One of the first terminals 221 is electrically connected to one end of the starter 4, one end of the engine, one end of the generator 5, and the vehicle-end load 01. The other first terminal 221 is electrically connected to the positive terminal of the battery 1. The other end of the starter 4, the other end of the engine, the other end of the generator 5, the negative terminal of the battery 1, and the ground terminal are electrically connected to each other.

[0060] Thus, when the main power switch 2 is closed, the battery 1 supplies power to the starter 4, the starter 4 drives the engine to start, the engine drives the generator 5 to operate, and the generator 5 stores the generated electrical energy in the battery 1. The battery 1 and the generator 5 work together to provide low-voltage power to the vehicle-side load 01.

[0061] In the third example, see Figure 6 In addition to the aforementioned battery 1, main power switch 2, vehicle control unit (VCU), and braking mechanism 3, the emergency protection system also includes a starter 4 and an engine (…). Figure 6 (Not shown in the image), generator 5.

[0062] One of the first terminals 221 is electrically connected to one end of the starter 4, one end of the engine, one end of the generator 5, and the positive terminal of the battery 1. The other first terminal 221 is electrically connected to the vehicle-end load 01. The other end of the starter 4, one end of the engine, the other end of the generator 5, the negative terminal of the battery 1, and the ground terminal are electrically connected to each other.

[0063] Thus, when the main power switch 2 is closed, the battery 1 supplies power to the starter 4, the starter 4 drives the engine to start, the engine drives the generator 5 to operate, and the generator 5 stores the generated electrical energy in the battery 1. The battery 1 and the generator 5 work together to provide low-voltage power to the vehicle-side load 01.

[0064] This disclosure also provides an emergency protection method for autonomous vehicles, applied to the aforementioned emergency protection system for autonomous vehicles, see [link to relevant documentation]. Figure 7 Emergency protection methods include: In step S100, the vehicle controller (VCU) collects the status information of the main power switch 2; the status information includes open and closed signals. Step S200: When a disconnection signal is detected, the vehicle controller (VCU) controls the braking mechanism 3 to apply the brakes. In step S300, when a closing signal is acquired, the vehicle controller (VCU) controls the braking mechanism 3 to remain inactive.

[0065] In this way, the vehicle controller (VCU) collects the open or closed signals of the main power switch 2 in real time, and immediately triggers the braking mechanism 3 to perform emergency braking when an open signal is detected, while maintaining normal operation when a closed signal is present. This method relies on the second contact 233 built into the main power switch 2 to achieve hard-wired direct acquisition of status signals, ensuring that when the main power switch 2 of the battery 1 is accidentally disconnected, the vehicle controller (VCU) can directly respond and start the full-load braking and power cut-off process without relying on bus communication or software logic judgment. This effectively avoids the risk of electronic control unit failure caused by power supply circuit instability, and ensures that the vehicle can still stop safely when the power supply is abnormally interrupted in the high vibration and dusty environment of the mining area, thereby improving the system's response reliability and operational safety in critical fault scenarios.

[0066] In one embodiment of this disclosure, step S200 further includes: When the vehicle control unit (VCU) detects a disconnection signal, it will immediately send a zero-torque command or fuel cut-off command to the engine or electric drive system controller to completely cut off the power system output.

[0067] In one embodiment of this disclosure, step S200 further includes: When the autonomous vehicle reaches zero speed after emergency braking, it maintains braking pressure and mechanically locks the parking brake, while disabling all driving and power output commands.

[0068] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0069] It should be noted that although the steps of the emergency protection method in this disclosure are described in a specific order in the accompanying drawings, this does not require or imply that these steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0070] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. An emergency protection system for an unmanned vehicle, characterized in that, The emergency protection system includes: Storage battery; The main power switch is electrically connected to the battery and is used to control the electrical connection and disconnection of the battery and the vehicle-end load. The vehicle controller is electrically connected to the main power switch and is used to collect the status information of the main power switch, the status information including an open signal and an closed signal; The braking mechanism is electrically connected to the vehicle controller. The main power switch has an open state and a closed state. When the main power switch is in the open state, the vehicle controller can collect the open signal and control the braking mechanism to brake. When the main power switch is in the closed state, the vehicle controller can collect the closed signal and control the braking mechanism to remain inactive.

2. The emergency protection system for unmanned vehicles according to claim 1, characterized in that, The main power switch includes a housing, a first switch assembly, a second switch assembly, and a rotating rod; The rotating rod extends out of the housing and is rotatably connected to the housing. The first switch assembly is fixedly connected to the rotating rod, and at least a portion of the structure of the first switch assembly is disposed within the housing. The first switch assembly is used to control the electrical conduction and disconnection of the battery and the vehicle-end load. The second switch assembly is fixedly connected to the rotating rod and electrically isolated from the first switch assembly. At least a portion of the structure of the second switch assembly is disposed within the housing. The second switch assembly is used to control the status information. When the main power switch is in the off state, the first switch assembly controls the battery to disconnect from the vehicle load, and the vehicle controller can collect the disconnection signal through the second switch assembly; when the main power switch is in the closed state, the first switch assembly controls the battery to connect to the vehicle load, and the vehicle controller can collect the closed signal through the second switch assembly.

3. The emergency protection system for unmanned vehicles according to claim 2, characterized in that, The first switch assembly includes two first terminals, a first connecting rod, and a first contact for contacting each of the first terminals; Wherein, at least a portion of the structure of the first terminal is fixed inside the housing, and the first connecting rod and the first contact are located inside the housing, the two first contacts are fixedly connected by the first connecting rod, and the first connecting rod is fixedly connected to the rotating rod; When the main power switch is closed, the two first contacts are in contact with the two first terminals respectively; when the main power switch is open, the two first contacts are separated from the two first terminals respectively.

4. The emergency protection system for unmanned vehicles according to claim 3, characterized in that, The second switch assembly includes two second terminals, a second connecting rod, and a second contact for contacting each of the second terminals; In this configuration, at least a portion of the structure of the second terminal is fixed within the housing, and the second connecting rod and the second contact are located within the housing. One second terminal is used for electrical connection with the vehicle controller, and the other second terminal is used for electrical connection with the grounding terminal. The two second contacts are fixedly connected via the second connecting rod, which is fixedly connected to the rotating rod. The first connecting rod and the second connecting rod are spaced apart along the axis of the rotating rod, and the first connecting rod and the second connecting rod are located in the same plane. When the main power switch is in the closed state, the two second contacts are in contact with the two second terminals respectively, and the closing signal includes a low level of the ground terminal; when the main power switch is in the open state, the two second contacts are separated from the two second terminals respectively, and the opening signal includes a low level transition signal of the ground terminal.

5. The emergency protection system for unmanned vehicles according to claim 4, characterized in that, The vehicle controller is electrically connected to a second terminal via a hard wire.

6. The emergency protection system for unmanned vehicles according to claim 3, characterized in that, The emergency protection system also includes a starter and a generator; In this configuration, one of the first terminals is electrically connected to the negative terminal of the battery, and the other first terminal is electrically connected to one end of the starter motor, one end of the generator, and the grounding terminal. The other end of the starter motor, the other end of the generator, the positive terminal of the battery, and the vehicle-end load are electrically connected to each other.

7. The emergency protection system for unmanned vehicles according to claim 3, characterized in that, The emergency protection system also includes a starter and a generator; In this configuration, one of the first terminals, one end of the starter motor, one end of the generator, and the vehicle-end load are electrically connected to each other; another of the first terminals is electrically connected to the positive terminal of the battery; and the other end of the starter motor, the other end of the generator, the negative terminal of the battery, and the ground terminal are electrically connected to each other.

8. The emergency protection system for unmanned vehicles according to claim 3, characterized in that, The emergency protection system also includes a starter and a generator; In this configuration, one of the first terminals, one end of the starter motor, one end of the generator, and the positive terminal of the battery are electrically connected to each other; another of the first terminals is electrically connected to the vehicle-end load; and the other end of the starter motor, the other end of the generator, the negative terminal of the battery, and the ground terminal are electrically connected to each other.

9. The emergency protection system for unmanned vehicles according to any one of claims 1 to 8, characterized in that, The braking mechanism includes a service braking system and a parking braking system. When the main power switch is in the off state, the vehicle controller is used to control the service braking system and the parking braking system to brake respectively.

10. An emergency protection method for an unmanned vehicle, applied to the emergency protection system of the unmanned vehicle according to any one of claims 1 to 9, characterized in that, The emergency protection methods include: The vehicle controller collects the status information of the main power switch; wherein, the status information includes an open signal and an closed signal; When the disconnection signal is detected, the vehicle controller controls the braking mechanism to apply the brakes. When the closing signal is detected, the vehicle controller controls the braking mechanism to remain inactive.

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