Line control system of instructional car and instructional car

Abstract

The utility model provides a drive-by-wire system of a learner-driven vehicle and the learner-driven vehicle, relates to the technical field of vehicle control, and is used for relatively independently controlling steering of the learner-driven vehicle in a normal teaching state and a co-driver intervention control state so as to improve driving safety. The instructional vehicle drive-by-wire system comprises a main driver drive-by-wire unit, a co-driver drive-by-wire unit, an electronic control unit and a steering motor. The main driver drive-by-wire unit comprises a main hand wheel and a main hand wheel sensor which is arranged on the main hand wheel and used for detecting a main steering signal. The co-driver drive-by-wire unit comprises an auxiliary hand wheel and an auxiliary hand wheel sensor which is arranged on the auxiliary hand wheel and used for detecting an auxiliary steering signal; the main hand wheel sensor and the auxiliary hand wheel sensor are electrically connected with the electronic control unit respectively; the steering motor is electrically connected with the electronic control unit; in the normal teaching state, the electronic control unit receives a main steering signal and outputs a first steering instruction to the steering motor, and in the co-driver intervention control state, the electronic control unit receives an auxiliary steering signal and outputs a second steering instruction to the steering motor.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a training vehicle wire control system and a training vehicle. Background Art

[0002] The training car is a vehicle used for teaching in driving schools. The training car is mainly used for the training of students. Since students are unfamiliar with driving skills, in case of emergency such as student operating errors, the instructor needs to control the training car in the co-pilot seat to avoid safety accidents.

[0003] The training car is usually equipped with a main handwheel and a secondary handwheel. The main handwheel and the secondary handwheel are connected to the steering gear through multiple transmission shafts and multiple couplings. In the normal teaching state, the steering gear is driven by the main handwheel to rotate, and then the steering mechanism is driven by the steering gear to achieve steering. When the co-driver intervenes in the control state, the steering gear is driven by the secondary handwheel to rotate, and then the steering mechanism is driven by the steering gear to achieve steering.

[0004] However, the training car wire control system in the above technical solution is easily interfered with by the auxiliary hand wheel in the normal teaching state, and is easily interfered with by the main hand wheel in the co-pilot intervention control state. Therefore, the training car cannot be relatively independently controlled in the normal teaching state and the co-pilot intervention control state, and the driving safety is low. Utility Model Content

[0005] The present application provides a training vehicle wire control system and a training vehicle, which are used to relatively independently control the steering of the training vehicle in a normal teaching state and a co-driver intervention control state, thereby improving driving safety.

[0006] In order to achieve the above objectives, this application provides the following technical solutions:

[0007] In one aspect, the present application provides a training vehicle, comprising:

[0008] A main drive-by-wire control unit, the main drive-by-wire control unit comprising a main hand wheel and a main hand wheel sensor;

[0009] The main hand wheel sensor is arranged on the main hand wheel to detect the main steering signal generated when the main hand wheel rotates;

[0010] A co-pilot wire control unit, the co-pilot wire control unit comprising a co-handle wheel and a co-handle wheel sensor;

[0011] The auxiliary hand wheel sensor is arranged on the auxiliary hand wheel to detect the auxiliary steering signal generated when the auxiliary hand wheel rotates;

[0012] An electronic control unit, the main hand wheel sensor and the auxiliary hand wheel sensor are electrically connected to the electronic control unit respectively;

[0013] A steering motor is electrically connected to the electronic control unit; in a normal teaching state, the electronic control unit is used to receive the main steering signal and output a first steering command to the steering motor according to the main steering signal, and in a co-pilot intervention control state, the electronic control unit is used to receive the auxiliary steering signal and output a second steering command to the steering motor according to the auxiliary steering signal.

[0014] In a possible implementation, the training vehicle control-by-wire system further includes a main road-sensing motor, an auxiliary road-sensing motor and a road-sensing sensor;

[0015] The main hand wheel is connected to the main induction motor, the auxiliary hand wheel is connected to the auxiliary induction motor, and the main induction motor and the auxiliary induction motor are electrically connected to the electronic control unit respectively;

[0016] The road sensing sensor is electrically connected to the electronic control unit, and the road sensing sensor is used to collect road sensing information of the training vehicle;

[0017] In the normal teaching state, the electronic control unit is used to receive the road feel information and output a first feedback torque signal to the main road feel motor. In the co-pilot intervention control state, the electronic control unit is used to receive the road feel information and output a second feedback torque signal to the auxiliary road feel motor.

[0018] In a possible implementation, the training vehicle control-by-wire system further includes a steering gear, and the steering gear is electrically connected to the steering motor;

[0019] The road sensor is mounted on the steering gear to detect the torque of the steering gear.

[0020] In a possible implementation, the main handwheel sensor includes a main handwheel angle sensor and / or a main handwheel torque sensor;

[0021] The secondary hand wheel sensor includes a secondary hand wheel angle sensor and / or a secondary hand wheel torque sensor.

[0022] In a possible implementation, the master drive-by-wire unit further includes a master drive pedal and a master drive pedal sensor;

[0023] The main drive pedal sensor is arranged on the main drive pedal to detect a main drive signal of the main drive pedal, wherein the main drive signal includes a torque and / or a rotation angle of the main drive pedal;

[0024] The passenger-by-wire control unit also includes a passenger-by-drive pedal and a passenger-by-drive pedal sensor;

[0025] The auxiliary driving pedal sensor is arranged on the auxiliary driving pedal to detect an auxiliary driving signal of the auxiliary driving pedal, wherein the auxiliary driving signal includes a torque and / or a rotation angle of the auxiliary driving pedal;

[0026] The main driving pedal sensor and the auxiliary driving pedal sensor are electrically connected to the electronic control unit respectively;

[0027] In the normal teaching state, the electronic control unit is used to receive the main drive signal and output a first drive instruction. In the co-pilot intervention control state, the electronic control unit is used to receive the auxiliary drive signal and output a second drive instruction.

[0028] In a possible implementation, the master drive-by-wire unit further includes a master brake pedal and a master brake pedal sensor;

[0029] The main brake pedal sensor is arranged on the main brake pedal to detect a main brake signal of the main brake pedal, wherein the main brake signal includes a torque and / or a rotation angle of the main brake pedal;

[0030] The passenger-side wire control unit also includes a secondary brake pedal and a secondary brake pedal sensor;

[0031] The auxiliary brake pedal sensor is arranged on the auxiliary brake pedal to detect an auxiliary brake signal of the auxiliary brake pedal, wherein the auxiliary brake signal includes a torque and / or a rotation angle of the auxiliary brake pedal;

[0032] The main brake pedal sensor and the auxiliary brake pedal sensor are electrically connected to the electronic control unit respectively;

[0033] In the normal teaching state, the electronic control unit is used to receive the main brake signal and the auxiliary brake signal, and output a first brake command, which is the larger one of the main brake signal and the auxiliary brake signal; in the co-pilot intervention control state, the electronic control unit is used to receive the auxiliary brake signal and output a second brake command.

[0034] In a possible implementation, the training vehicle wire control system further includes a switch, and the switch is electrically connected to the electronic control unit;

[0035] When the switch is started, the training vehicle wire control system is in the co-pilot intervention control state, and when the switch is not started, the training vehicle wire control system is in the normal teaching state.

[0036] In a possible implementation, the switch includes a first button and a second button, the first button and the second button are independently configured, the first button and the second button are electrically connected to the electronic control unit respectively, and when the first button and the second button are both triggered, the switch is activated;

[0037] When any one of the first button and the second button is not triggered, the switch is not activated.

[0038] In a possible implementation, the first button and the second button are both disposed on the secondary hand wheel.

[0039] On the other hand, the present application provides a training vehicle, comprising any of the training vehicle wire control systems described above.

[0040] The training vehicle wire control system and training vehicle provided by the present application have the following beneficial effects:

[0041] The present application provides a training vehicle control-by-wire system and a training vehicle, wherein the training vehicle control-by-wire system includes a main driver control-by-wire unit, a co-driver control-by-wire unit, an electronic control unit, and a steering motor. The main driver control-by-wire unit includes a main hand wheel and a main hand wheel sensor. By setting the main hand wheel sensor on the main hand wheel, the main hand wheel detects the main rotation signal of the main hand wheel. In a normal teaching state, the electronic control unit receives the main steering signal and sends a first steering command to the steering motor, so that the steering motor controls the steering of the training vehicle. The co-driver control-by-wire unit includes a secondary hand wheel and a secondary hand wheel sensor. By setting the secondary hand wheel sensor on the secondary hand wheel, the secondary hand wheel sensor detects the secondary rotation signal generated when the secondary hand wheel rotates. When the co-driver intervenes in the control state, the electronic control unit receives the secondary steering signal and sends a second steering command to the steering motor, so that the steering motor controls the steering of the training vehicle.

[0042] The training car wire control system provided in the present application and the main driver wire control unit, electronic control unit and steering motor in the training car, as well as the co-driver wire control unit, electronic control unit and steering motor all transmit signals through electrical connections instead of mechanical connections to transmit force or torque, thereby avoiding the training car from being disturbed in steering by the auxiliary hand wheel in the normal teaching state, and avoiding the training car from being disturbed in steering by the main hand wheel when the co-driver intervenes in the control state, thereby achieving relatively independent control steering in the normal teaching state and in the co-driver intervenes in the control state, thereby improving driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0044] Figure 1 A schematic diagram of the partial structure of the training vehicle wire control system provided in an embodiment of the present application when applied to a training vehicle;

[0045] Figure 2 A schematic diagram of the partial structure of the training vehicle wire control system provided in an embodiment of the present application;

[0046] Figure 3 A schematic diagram of the connection structure of the auxiliary hand wheel and the switch in the training vehicle wire control system provided in an embodiment of the present application.

[0047] Description of reference numerals:

[0048] 100-Driver-by-wire unit;

[0049] 110-main hand wheel; 120-main hand wheel sensor; 130-main drive pedal;

[0050] 140-main drive pedal sensor; 150-main brake pedal;

[0051] 160-main brake pedal sensor;

[0052] 200-co-pilot wire control unit;

[0053] 210- auxiliary hand wheel; 220- auxiliary hand wheel sensor; 230- auxiliary driving pedal;

[0054] 240- auxiliary drive pedal sensor; 250- auxiliary brake pedal;

[0055] 260- auxiliary brake pedal sensor;

[0056] 300-electronic control unit;

[0057] 400-steering motor;

[0058] 500-switch;

[0059] 510-first button; 520-second button;

[0060] 600-main road induction motor;

[0061] 700-Auxiliary induction motor. DETAILED DESCRIPTION

[0062] In the related technology, the training vehicle's wire control system cannot relatively independently control the steering of the training vehicle in the normal teaching state and the co-pilot intervention control state, and the driving safety is low. The reason for this problem is that the main handwheel and the auxiliary handwheel are respectively connected to the steering gear through multiple transmission shafts and multiple couplings, so that the main handwheel and the auxiliary handwheel are mechanically connected to the steering gear. As a result, when the training vehicle's wire control system is in the normal teaching state, when the main handwheel drives the steering gear to rotate, the steering gear is easily disturbed by the rotation of the auxiliary handwheel, so that the auxiliary handwheel affects the main handwheel's control of steering. In addition, when the training vehicle's wire control system is in the co-pilot intervention control state, when the auxiliary handwheel drives the steering gear to rotate, the steering gear is easily disturbed by the rotation of the main handwheel, so that the main handwheel affects the auxiliary handwheel's control of steering.

[0063] In response to the above technical problems, the training car wire control system provided in the embodiment of the present application and the main hand wheel, electronic control unit and steering motor in the training car, and the auxiliary hand wheel, electronic control unit and steering motor all transmit signals through electrical connections instead of mechanical connections to transmit force or torque, thereby avoiding steering interference by the auxiliary hand wheel in the normal teaching state, and avoiding steering interference by the main hand wheel when the co-driver intervenes in the control state, thereby achieving relatively independent control steering in the normal teaching state and when the co-driver intervenes in the control state, thereby improving driving safety.

[0064] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present application more obvious and understandable, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work belong to the scope of protection of this application.

[0065] The normal teaching state in the embodiment of the present application is the state in which the trainee normally controls the vehicle in the main driving seat. The co-pilot intervention control state is the state in which the trainee makes an operational error and it is difficult for the trainee to normally control the training vehicle, and the trainer needs to take over the control of the training vehicle in the co-pilot.

[0066] The training vehicle wire control system is a control system used on the training vehicle to control the training vehicle. Figure 1 As shown, the training vehicle wire control system includes a main driver wire control unit 100, a co-driver wire control unit 200, an electronic control unit 300 and a steering motor 400.

[0067] The driver-by-wire control unit 100 is a control mechanism disposed in the main cab of the training vehicle, and is used by trainees or other operators in the main cab to control the training vehicle. Figure 1As shown, the main driving wire control unit 100 includes a main hand wheel 110 and a main hand wheel sensor 120. Among them, the main hand wheel 110 is a manually controllable wheel in the main cab. For example, the main hand wheel 110 can be a steering wheel set in the main cab. The main hand wheel sensor 120 is set on the main hand wheel 110 to detect the main steering signal generated when the main hand wheel 110 rotates. The main hand wheel sensor 120 can be an angle sensor, so as to detect the rotation angle generated when the main hand wheel 110 rotates, and the rotation angle is the main steering signal.

[0068] The co-pilot wire control unit 200 is a control mechanism installed in the co-pilot cabin of the training vehicle, and is used by other operators in the training vehicle or the co-pilot cabin to control the training vehicle. Figure 1 As shown, the co-pilot wire control unit 200 includes a secondary hand wheel 210 and a secondary hand wheel sensor 220. The secondary hand wheel 210 is a manually controllable wheel in the co-pilot cabin. For example, the secondary hand wheel 210 may be a steering wheel arranged in the co-pilot cabin. The secondary hand wheel sensor 220 is arranged on the secondary hand wheel 210 to detect a secondary rotation signal generated when the secondary hand wheel 210 rotates. The secondary hand wheel sensor 220 may be an angle sensor to detect the rotation angle generated when the secondary hand wheel 210 rotates, and the rotation angle is a secondary steering signal.

[0069] The electronic control unit 300 is a microcomputer controller in the vehicle. The electronic control unit 300 takes signal (data) collection, calculation and processing, analysis and judgment, and decision-making as input, and issues control instructions and directs the actuator to work as output. Figure 1 As shown, the main hand wheel sensor 120 and the auxiliary hand wheel sensor 220 are respectively electrically connected to the electronic control unit 300. For example, the main hand wheel sensor 120 and the auxiliary hand wheel sensor 220 are respectively electrically connected to the electronic control unit 300 through a wiring harness.

[0070] The steering motor 400 is a motor for controlling the steering of the training vehicle. The steering motor 400 can be connected to the steering mechanism of the training vehicle to control the steering of the training vehicle. Figure 1 As shown, the steering motor 400 is electrically connected to the electronic control unit 300 , for example, the two are electrically connected via a wiring harness.

[0071] When the training vehicle wire control system is in a normal teaching state, the electronic control unit 300 is used to receive the main steering signal and output the first steering command to the steering motor 400 according to the main steering signal. The steering motor 400 can control the steering of the training vehicle according to the first steering command. For example, the steering motor 400 outputs the first steering torque to the steering mechanism of the training vehicle according to the first steering command, thereby realizing the steering of the training vehicle through the main driving wire control unit 100. Among them, the electronic control unit 300 and the main hand wheel sensor 120 and the electronic control unit 300 and the steering motor 400 can communicate through the controller area network (CAN).

[0072] When the coaching vehicle wire control system is in the co-pilot intervention control state, the electronic control unit 300 is used to receive the auxiliary steering signal and output the second steering command to the steering motor 400 according to the auxiliary steering signal. The steering motor 400 can control the steering of the coaching vehicle according to the second steering command. For example, the steering motor 400 outputs the second steering torque to the steering mechanism of the coaching vehicle according to the second steering command, thereby realizing the steering of the coaching vehicle through the co-pilot wire control unit 200. Among them, the electronic control unit 300 and the auxiliary hand wheel sensor 220 and the steering motor 400 can communicate through the controller area network bus.

[0073] The master driver wire control unit 100, the electronic control unit 300 and the steering motor 400 in the training car wire control system provided by the present application are connected by electrical connection to transmit signals, rather than mechanical connection to transmit force or torque in the related art, so as to avoid the steering being interfered by the auxiliary hand wheel 210 in the normal teaching state, and avoid the steering being interfered by the main hand wheel 110 in the auxiliary driver intervention control state, so as to achieve relatively independent control steering in the normal teaching state and in the auxiliary driver intervention control state, which is conducive to improving driving safety.

[0074] In some embodiments, Figure 1 As shown, the training vehicle control-by-wire system further includes a main road-sensing motor 600, a secondary road-sensing motor 700 and a road-sensing sensor. The main road-sensing motor 600 is connected to the main hand wheel 110. The main road-sensing motor 600 can output force or torque to the main hand wheel 110. The secondary road-sensing motor 700 is connected to the secondary hand wheel 210. The secondary road-sensing motor 700 can output force or torque to the secondary hand wheel 210. Figure 1 As shown, the main induction motor 600 and the auxiliary induction motor 700 are electrically connected to the electronic control unit 300 respectively, for example, through a wiring harness.

[0075] The road sense sensor is used to collect the road sense information of the training vehicle. The road sense information can be the resistance torque of the ground to the steering wheel of the training vehicle. In this case, the road sense sensor can be a resistance sensor arranged on the steering wheel of the training vehicle. The road sense information can also be the return torque generated by the steering of the training vehicle or the rack force in the steering gear. In this case, the road sense sensor can be a torque sensor or a force sensor. The road sense sensor is electrically connected to the electronic control unit 300, for example, by a wiring harness.

[0076] In the normal teaching state, the electronic control unit 300 is used to receive the road feeling information and output the first feedback torque signal to the main road feeling motor 600. The main road feeling motor 600 can feedback the torque to the main hand wheel 110 according to the first feedback torque signal, so as to simulate the road feeling and avoid the main driver being unable to perceive the road feeling during the driving of the training car. The main driver can correct the movement of the training car in time according to the simulated road feeling on the main hand wheel 110.

[0077] When the co-driver intervenes in the control state, the electronic control unit 300 is used to receive the road sense information and output the second feedback torque signal to the auxiliary road sense motor 700. The auxiliary road sense motor 700 can feedback the torque to the auxiliary hand wheel according to the second feedback torque signal, thereby simulating the road sense and preventing the co-driver from being unable to perceive the road sense of the training car. The co-driver can correct the movement of the training car in time according to the simulated road sense on the auxiliary hand wheel 210.

[0078] Based on the above embodiment, the training vehicle wire control system further includes a steering gear, which is a mechanism in the training vehicle that transforms the steering torque or steering angle (such as deceleration and torque increase) and then outputs it to the steering rod mechanism, thereby steering the training vehicle.

[0079] The road sense sensor is mounted on the steering gear to detect the torque of the steering gear. The electronic control unit 300 can receive the torque as road sense information. The steering gear can be a rack and pinion steering gear, a recirculating ball steering gear, a worm crank pin steering gear, etc. In the embodiment of the present application, the steering gear is a rack and pinion steering gear. The road sense sensor is a torque sensor, so as to detect the torque at the rack in the steering gear as road sense information.

[0080] In some embodiments, the main hand wheel sensor 120 includes a main hand wheel angle sensor and / or a main hand wheel torque sensor. For example, the main hand wheel sensor 120 includes a main hand wheel angle sensor to detect the rotation angle when the main hand wheel 110 rotates, and the rotation angle is the main steering signal. For another example, the main hand wheel sensor 120 includes a main hand wheel torque sensor to detect the rotation torque when the main hand wheel 110 rotates. The rotation torque is the main steering signal. For another example, the main hand wheel sensor 120 includes a main hand wheel angle sensor and a main hand wheel torque sensor to detect the rotation angle and rotation torque when the main hand wheel 110 rotates. The rotation angle and rotation torque are used as the main steering signal. This allows the main steering signal to be easily acquired by the main hand wheel sensor 120.

[0081] The secondary hand wheel sensor 220 includes a secondary hand wheel angle sensor and / or a secondary hand wheel torque sensor. For example, the secondary hand wheel sensor 220 includes a secondary hand wheel angle sensor to detect the rotation angle of the secondary hand wheel 210 when it rotates, and the rotation angle is a secondary steering signal. For another example, the secondary hand wheel sensor 220 includes a secondary hand wheel torque sensor to detect the rotation torque when the secondary hand wheel 210 rotates. The rotation torque is a secondary steering signal. For another example, the secondary hand wheel sensor 220 includes a secondary hand wheel angle sensor and a secondary hand wheel torque sensor to detect the rotation angle and rotation torque when the secondary hand wheel 210 rotates. The rotation angle and rotation torque are used as secondary steering signals. Thereby, the secondary hand wheel sensor 220 can easily obtain the secondary steering signal.

[0082] In some embodiments, Figure 2 As shown, the main drive-by-wire control unit 100 also includes a main drive pedal 130 and a main drive pedal sensor 140. The main drive pedal 130 may be an accelerator pedal arranged in the main cab. The main drive pedal sensor 140 is arranged on the main drive pedal 130 to detect the main drive signal of the main drive pedal 130. The main drive signal includes the torque and / or the rotation angle generated when the main drive pedal 130 is stepped on. For example, the main drive signal includes the torque generated when the main drive pedal 130 is stepped on, and the main drive pedal sensor 140 is a torque sensor. For another example, the main drive signal includes the rotation angle generated when the main drive pedal 130 is stepped on, and the main drive pedal sensor 140 is an angle sensor. For another example, the main drive signal includes the torque and rotation angle generated when the main drive pedal 130 is stepped on, and the main drive pedal sensor 140 includes a torque sensor and an angle sensor.

[0083] like Figure 2As shown, the co-pilot wire control unit 200 also includes a sub-drive pedal 230 and a sub-drive pedal sensor 240. The sub-drive pedal 230 may be an accelerator pedal arranged in the co-pilot compartment. The sub-drive pedal sensor 240 is arranged on the sub-drive pedal 230 to detect the sub-drive signal of the sub-drive pedal 230. The sub-drive signal includes the torque and / or the rotation angle generated when the sub-drive pedal 230 is stepped on. For example, the sub-drive signal includes the torque generated when the sub-drive pedal 230 is stepped on, and the sub-drive pedal sensor 240 is a torque sensor. For another example, the sub-drive signal includes the rotation angle generated when the sub-drive pedal 230 is stepped on, and the sub-drive pedal sensor 240 is an angle sensor. For another example, the sub-drive signal includes the torque and rotation angle generated when the sub-drive pedal 230 is stepped on, and the sub-drive pedal sensor 240 includes a torque sensor and an angle sensor.

[0084] like Figure 2 As shown, the main driving pedal sensor 140 and the auxiliary driving pedal sensor 240 are electrically connected to the electronic control unit 300 respectively, for example, by a wire harness.

[0085] In the normal teaching state, the electronic control unit 300 is used to receive the main drive signal and output the first drive instruction. For example, the electronic control unit 300 can output the first drive instruction to the engine. The engine drives the training vehicle according to the first drive instruction, thereby driving the training vehicle through the main drive pedal 130.

[0086] When the co-driver intervenes in the control state, the electronic control unit 300 is used to receive the auxiliary drive signal and output a second drive instruction. For example, the electronic control unit 300 can output the second drive instruction to the engine. The engine drives the training vehicle according to the second drive instruction, thereby driving the training vehicle through the auxiliary drive pedal 230.

[0087] Since the main drive pedal sensor 140 and the electronic control unit 300, as well as the auxiliary drive pedal sensor 240 and the electronic control unit 300 are electrically connected rather than mechanically connected, it is possible to avoid interference with the driving by the auxiliary drive pedal 230 in the normal teaching state, and to avoid interference with the driving by the main drive pedal 130 in the co-pilot intervention control state, thereby achieving relatively independent driving of the training vehicle in the normal teaching state and in the co-pilot intervention control state, thereby improving driving safety.

[0088] In some embodiments, Figure 2As shown, the main drive wire control unit 100 also includes a main brake pedal 150 and a main brake pedal sensor 160. The main brake pedal 150 can be a brake pedal arranged in the main driving cabin. The main brake pedal sensor 160 is arranged on the main brake pedal 150 to detect the main brake signal of the main brake pedal 150. The main brake signal includes the torque and / or the rotation angle generated when the main brake pedal is stepped on. For example, the main brake signal includes the torque generated when the main brake pedal 150 is stepped on, and the main brake pedal sensor 160 is a torque sensor. For another example, the main brake signal includes the rotation angle generated when the main brake pedal 150 is stepped on, and the main brake pedal sensor 160 is an angle sensor. For another example, the main brake signal includes the torque and rotation angle generated when the main brake pedal 150 is stepped on, and the main brake pedal sensor 160 includes a torque sensor and an angle sensor.

[0089] like Figure 2 As shown, the auxiliary brake control unit 200 further includes an auxiliary brake pedal 250 and an auxiliary brake pedal sensor 260. The auxiliary brake pedal 250 may be a brake pedal arranged in the auxiliary passenger compartment. The auxiliary brake pedal sensor 260 is arranged on the auxiliary brake pedal 250 to detect the auxiliary brake signal of the auxiliary brake pedal 250. The auxiliary brake signal includes the torque and / or the rotation angle generated when the auxiliary brake pedal 250 is stepped on. For example, the auxiliary brake signal includes the torque generated when the auxiliary brake pedal 250 is stepped on, and the auxiliary brake pedal sensor 260 is a torque sensor. For another example, the auxiliary brake signal includes the rotation angle generated when the auxiliary brake pedal 250 is stepped on, and the auxiliary brake pedal sensor 260 is an angle sensor. For another example, the auxiliary brake signal includes the torque and rotation angle generated when the auxiliary brake pedal 250 is stepped on, and the auxiliary brake pedal sensor 260 includes a torque sensor and an angle sensor.

[0090] like Figure 2 As shown, the main brake pedal sensor 160 and the auxiliary brake pedal sensor 260 are respectively electrically connected to the electronic control unit 300, for example, by a wiring harness.

[0091] In the normal teaching state, the electronic control unit 300 is used to receive the main brake signal and the auxiliary brake signal, and output the first brake command. The first brake command is the larger one of the main brake signal and the auxiliary brake signal. The electronic control unit 300 can output the first brake command to the brake mechanism. The brake mechanism brakes the training vehicle according to the first brake command, thereby braking the training vehicle through the main brake pedal 150 or the auxiliary brake pedal 250. For example, in the normal teaching state, the rotation angle caused by stepping on the auxiliary brake pedal 250 is greater than the rotation angle caused by stepping on the main brake pedal 150. At this time, the first control command corresponds to the auxiliary brake signal, thereby ensuring that the training vehicle is braked in time by the coach, avoiding the danger caused by the trainee's inability to brake the training vehicle in time.

[0092] When the co-driver intervenes in the control state, the electronic control unit 300 is used to receive the auxiliary brake signal and output the second brake command, and the electronic control unit 300 can output the second brake command to the brake mechanism. The brake mechanism brakes the training vehicle according to the second brake command, thereby braking the training vehicle through the auxiliary brake pedal 250.

[0093] Since the main brake pedal sensor 160 and the electronic control unit 300, as well as the auxiliary brake pedal sensor 260 and the electronic control unit 300 are electrically connected rather than mechanically connected, braking interference by the main brake pedal 150 when the passenger intervenes in the control state is avoided, thereby improving driving safety.

[0094] In some embodiments, Figure 3 As shown, the training vehicle wire control system also includes a switch 500. The switch 500 is used to switch from the normal teaching state to the co-pilot intervention control state. The switch 500 is electrically connected to the electronic control unit 300. When the switch 500 is not started, the training vehicle wire control system is in the normal teaching state. When the switch 500 is started, the training vehicle wire control system is in the co-pilot intervention control state, thereby switching the training vehicle wire control system from the normal teaching state to the co-pilot intervention control state. In addition, if it is necessary to switch from the co-pilot intervention control state to the normal teaching state, the switch 500 can be reset after the training vehicle is turned off, thereby switching to the normal teaching state.

[0095] Based on the above embodiments, Figure 3 As shown, the switch 500 includes a first button 510 and a second button 520. The first button 510 and the second button 520 are independently arranged. The first button 510 and the second button 520 are not electrically connected. The first button 510 and the second button 520 are electrically connected to the electronic control unit 300 respectively, for example, by a wiring harness. When any one of the first button 510 and the second button 520 is not triggered, the switch 500 is not started, so that the training car wire control system is in a normal teaching state. When the first button 510 and the second button 520 are both triggered, the switch 500 is started, so that the training car wire control system is switched to the co-pilot intervention control state, thereby preventing the switch 500 from being accidentally touched, resulting in an abnormal state of the training car wire control system.

[0096] Based on the above embodiments, Figure 3 As shown, the first button 510 and the second button 520 are both arranged on the auxiliary hand wheel 210. For example, the first button 510 and the second button 520 are relatively arranged on the inner side of the wheel rim of the auxiliary hand wheel 210, so as to facilitate the trainer or other operators in the co-driver's cabin to switch the state of the training vehicle wire control system.

[0097] The present application also provides a training vehicle, which includes the training vehicle wire control system in any of the above embodiments. The specific structure of the training vehicle wire control system is shown in the above embodiments. Since the training vehicle adopts all the technical solutions of any of the above embodiments, it has at least all the beneficial effects brought by any of the above embodiments, which will not be described one by one here.

[0098] The various embodiments or implementation methods in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referenced to each other.

[0099] It should be noted that the phrases "in specific implementation", "in some embodiments", "in this embodiment", "exemplarily" and the like mentioned in the specification indicate that the described embodiment may include specific features, structures or characteristics, but not every embodiment may include the specific features, structures or characteristics. In addition, such phrases do not necessarily refer to the same embodiment. In addition, when describing specific features, structures or characteristics in conjunction with an embodiment, it is within the knowledge of those skilled in the art to implement such features, structures or characteristics in conjunction with other embodiments that are explicitly or not explicitly described.

[0100] In general, terms should be understood, at least in part, by the context in which they are used. For example, the term "one or more" as used herein may be used to describe any feature, structure, or characteristic in a singular sense, or may be used to describe a combination of features, structures, or characteristics in a plural sense, depending, at least in part, on the context. Similarly, terms such as "a," "an," or "the" may also be understood to convey singular usage or to convey plural usage, depending, at least in part, on the context.

[0101] It should be easily understood that “on,” “above,” and “over” in the present disclosure should be interpreted in the broadest manner, so that “on” not only means “directly on something,” but also includes the meaning of “on something” with intervening features or layers therebetween, and “above” or “over” not only includes the meaning of “above” or “over,” but also may include the meaning of “above” or “over something” with no intervening features or layers therebetween (i.e., directly on something).

[0102] In addition, spatially relative terms, such as "below," "below," "beneath," "above," "above," etc., may be used herein for ease of description to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation shown in the figures. The device may have other orientations (rotated 90 degrees or at other orientations), and the spatially relative descriptors used herein may likewise be interpreted accordingly.

[0103] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A training vehicle control-by-wire system, characterized in that: include: A main drive-by-wire control unit, the main drive-by-wire control unit comprising a main hand wheel and a main hand wheel sensor; The main hand wheel sensor is arranged on the main hand wheel to detect the main steering signal generated when the main hand wheel rotates; A co-pilot wire control unit, the co-pilot wire control unit comprising a co-handle wheel and a co-handle wheel sensor; The auxiliary hand wheel sensor is arranged on the auxiliary hand wheel to detect the auxiliary steering signal generated when the auxiliary hand wheel rotates; An electronic control unit, the main hand wheel sensor and the auxiliary hand wheel sensor are electrically connected to the electronic control unit respectively; a steering motor, the steering motor being electrically connected to the electronic control unit; in a normal teaching state, the electronic control unit is used to receive the main steering signal and output a first steering instruction to the steering motor according to the main steering signal; in a co-pilot intervention control state, the electronic control unit is used to receive the auxiliary steering signal and output a second steering instruction to the steering motor according to the auxiliary steering signal; The training vehicle control-by-wire system also includes a main road-sensing motor, an auxiliary road-sensing motor and a road-sensing sensor; The main hand wheel is connected to the main induction motor, the auxiliary hand wheel is connected to the auxiliary induction motor, and the main induction motor and the auxiliary induction motor are electrically connected to the electronic control unit respectively; The road sensing sensor is electrically connected to the electronic control unit, and the road sensing sensor is used to collect road sensing information of the training vehicle; In the normal teaching state, the electronic control unit is used to receive the road feel information and output a first feedback torque signal to the main road feel motor. In the co-pilot intervention control state, the electronic control unit is used to receive the road feel information and output a second feedback torque signal to the auxiliary road feel motor.

2. The training vehicle wire control system according to claim 1, characterized in that: The training vehicle control-by-wire system further comprises a steering gear, which is electrically connected to the steering motor; The road sensor is mounted on the steering gear to detect the torque of the steering gear.

3. The training vehicle wire control system according to claim 1, characterized in that: The main handwheel sensor includes a main handwheel angle sensor and / or a main handwheel torque sensor; The secondary hand wheel sensor includes a secondary hand wheel angle sensor and / or a secondary hand wheel torque sensor.

4. The training vehicle wire control system according to claim 1, characterized in that: The master drive-by-wire unit also includes a main drive pedal and a main drive pedal sensor; The main driving pedal sensor is arranged on the main driving pedal to detect a main driving signal of the main driving pedal, wherein the main driving signal includes a torque and / or a rotation angle of the main driving pedal; The passenger-by-wire control unit also includes a passenger-by-drive pedal and a passenger-by-drive pedal sensor; The auxiliary driving pedal sensor is arranged on the auxiliary driving pedal to detect an auxiliary driving signal of the auxiliary driving pedal, wherein the auxiliary driving signal includes a torque and / or a rotation angle of the auxiliary driving pedal; The main driving pedal sensor and the auxiliary driving pedal sensor are electrically connected to the electronic control unit respectively; In the normal teaching state, the electronic control unit is used to receive the main drive signal and output a first drive instruction. In the co-pilot intervention control state, the electronic control unit is used to receive the auxiliary drive signal and output a second drive instruction.

5. The training vehicle wire control system according to claim 1, characterized in that: The master drive-by-wire unit also includes a master brake pedal and a master brake pedal sensor; The main brake pedal sensor is arranged on the main brake pedal to detect a main brake signal of the main brake pedal, wherein the main brake signal includes a torque and / or a rotation angle of the main brake pedal; The passenger-side wire control unit also includes a secondary brake pedal and a secondary brake pedal sensor; The auxiliary brake pedal sensor is arranged on the auxiliary brake pedal to detect an auxiliary brake signal of the auxiliary brake pedal, wherein the auxiliary brake signal includes a torque and / or a rotation angle of the auxiliary brake pedal; The main brake pedal sensor and the auxiliary brake pedal sensor are electrically connected to the electronic control unit respectively; In the normal teaching state, the electronic control unit is used to receive the main brake signal and the auxiliary brake signal, and output a first brake command, which is the larger one of the main brake signal and the auxiliary brake signal; in the co-pilot intervention control state, the electronic control unit is used to receive the auxiliary brake signal and output a second brake command.

6. The training vehicle wire control system according to any one of claims 1 to 5, characterized in that: The training vehicle wire control system further comprises a switch, wherein the switch is electrically connected to the electronic control unit; When the switch is started, the training vehicle wire control system is in the co-pilot intervention control state, and when the switch is not started, the training vehicle wire control system is in the normal teaching state.

7. The training vehicle wire control system according to claim 6, characterized in that: The switch comprises a first button and a second button, the first button and the second button are independently arranged, the first button and the second button are electrically connected to the electronic control unit respectively, and when the first button and the second button are both triggered, the switch is started; When any one of the first button and the second button is not triggered, the switch is not activated.

8. The training vehicle wire control system according to claim 7, characterized in that: The first button and the second button are both arranged on the secondary hand wheel.

9. A training vehicle, characterized in that: It comprises the training vehicle wire control system as described in any one of claims 1-8.

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