Emergency braking device of unmanned vehicle

Abstract

The utility model discloses an emergency braking device of an unmanned vehicle, and belongs to the field of unmanned driving. The device comprises an emergency braking button, a control module, a relay, a drive-by-wire chassis controller and an unmanned driving domain controller, wherein a CAN bus is connected between the drive-by-wire chassis controller and the unmanned driving domain controller; the emergency braking button is connected with the control module; and the relay is connected between the control module and the CAN bus. The emergency braking system of the unmanned vehicle solves the emergency braking problem in the research and development process of the unmanned vehicle and the manual emergency braking problem after mass production commercial use, can also be used as an emergency braking backup system of the vehicle, and greatly improves the safety and reliability of emergency braking of the unmanned vehicle.

Description

Technical Field

[0001] The utility model belongs to the field of unmanned driving, and specifically relates to an emergency braking device for an unmanned vehicle. Background Art

[0002] With the rapid development of unmanned driving technology, unmanned trucks, mining trucks, delivery trucks, minibuses, sanitation trucks and other unmanned vehicles have been put into commercial use in large quantities. As the country gradually relaxes the road rights for unmanned vehicles, the large-scale deployment of unmanned vehicles has become an inevitable trend. Therefore, vehicle safety has become the top priority. How to effectively increase the braking safety of unmanned vehicles during the research and development process and improve the braking safety of unmanned vehicles during commercial use are issues that need to be urgently addressed.

[0003] The comparative document (CN221293462U) discloses an emergency braking system for an unmanned vehicle, comprising a collision triggering device respectively installed at the front and rear ends of the unmanned vehicle and a brake box on the vehicle floor, wherein main braking devices in a mirror-image distribution are respectively installed at both ends of the brake box, and brakes for controlling the operation of the two main braking devices are provided in the brake box, and the two main braking devices respectively control the braking of the front and rear wheels of the vehicle, and an auxiliary brake plate controlled by the brake is also provided at the lower end of the brake box; the brake is electrically connected to a drive controller, and the drive controller is electrically connected to the collision triggering device; the utility model achieves the purpose of emergency braking and emergency avoidance of the unmanned vehicle by adding a redundant emergency braking system, when the wire control system fails or the trigger sensor contacts an object or person, thereby greatly improving the safety of the unmanned vehicle.

[0004] The emergency braking system in the comparative document is a passive braking method, which is not conducive to the controllable braking of unmanned vehicles at any time during the research and development process and during commercial use. At the same time, the emergency braking system in the comparative document also adds many mechanical structures for detection and braking, which requires structural modification of the vehicle and increases costs. Utility Model Content

[0005] The utility model aims to overcome the shortcomings of the existing technology and proposes an emergency braking device for unmanned vehicles to achieve the following purposes: solve the emergency braking problem of unmanned vehicles during the research and development process and the problem of manual emergency braking after mass production and commercial use. It can also serve as an emergency braking backup system for the vehicle, greatly improving the safety and reliability of emergency braking of unmanned vehicles.

[0006] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: an emergency braking device for an unmanned vehicle, the device including an emergency braking button, a control module, a relay, a wire-controlled chassis controller, and an unmanned driving domain controller, the CAN bus being connected between the wire-controlled chassis controller and the unmanned driving domain controller; the emergency braking button being connected to the control module; and the relay being connected between the control module and the CAN bus.

[0007] Preferably, for the unmanned driving domain controller and the wire-controlled chassis controller that are not in the same network segment, a central gateway is arranged between the unmanned driving domain controller and the wire-controlled chassis controller, and the central gateway is connected to the unmanned driving domain controller and the wire-controlled chassis controller through the CAN bus respectively. At this time, the control module is connected to the CAN bus between the unmanned driving domain controller and the central gateway through the relay.

[0008] Preferably, the CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil and an armature switch, wherein the coil end of the relay is connected to the control module, the first contact of the armature switch is connected to the CAN_H line, and the second contact of the armature switch is connected to the CAN_L line.

[0009] Preferably, the CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil and an armature switch, wherein the coil end of the relay is connected to the control module; the armature switch is connected in series on the CAN_H line between the unmanned driving domain controller and the central gateway.

[0010] Preferably, the CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil and an armature switch, wherein the coil end of the relay is connected to the control module; the armature switch is connected in series on the CAN_L line between the unmanned driving domain controller and the central gateway.

[0011] Preferably, the CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil, a first armature switch, and a second armature switch, wherein the coil end of the relay is connected to the control module; the first armature switch is connected in series on the CAN_H line between the unmanned driving domain controller and the central gateway; the second armature switch is connected in series on the CAN_L line between the unmanned driving domain controller and the central gateway.

[0012] Preferably, the CAN bus is configured as a shielded twisted pair.

[0013] The technical effects of the present utility model are as follows: (1) The present application supports manual emergency braking of unmanned vehicles, thereby effectively increasing the braking safety of unmanned vehicles during the research and development process and improving the braking safety of unmanned vehicles during commercial use. (2) The device of the present application can be used as a backup system for emergency braking. When the original vehicle cannot brake, braking is performed through the device of the present application, thereby improving the safety and reliability of emergency braking of unmanned vehicles. (3) The present application proposes a variety of emergency braking schemes, all of which can effectively trigger emergency braking of unmanned vehicles and are suitable for different application scenarios and needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a structural diagram of the emergency brake device according to the first embodiment of the present utility model;

[0015] Figure 2 This is a structural diagram of the emergency brake device according to the second embodiment of the present utility model;

[0016] Figure 3 This is a structural diagram of the emergency brake device according to the third embodiment of the present utility model;

[0017] Figure 4 This is a structural diagram of an emergency brake device according to a fourth embodiment of the present utility model;

[0018] Figure 5 This is a structural diagram of the emergency brake device of Example 5 of the present utility model. DETAILED DESCRIPTION

[0019] The following, with reference to the accompanying drawings, further illustrates the specific implementation methods of the present invention through the description of the embodiments, with the aim of helping those skilled in the art to have a more complete, accurate, and in-depth understanding of the utility model concept and technical solution of the present invention and to facilitate its implementation. It should be noted that the terms "first" and "second" in this application are only used to facilitate the description of the technical solution to distinguish different components and are not intended to limit this application. To make the technical solution of the present invention more clear, the present invention is explained through the following embodiments.

[0020] Example 1:

[0021] An emergency braking device for an unmanned vehicle, the device comprising an emergency brake button, a control module, a relay, a wire-controlled chassis controller, and an unmanned driving domain controller, wherein the CAN bus is connected between the wire-controlled chassis controller and the unmanned driving domain controller; the emergency brake button is connected to the control module; in a specific implementation, the emergency brake button and the control module can be remotely connected and controlled via a communication unit constructed using a remote communication technology such as radio technology; the relay is connected between the control module and the CAN bus.

[0022] like Figure 1 As shown, in this embodiment, the CAN bus is configured as a shielded twisted pair, a CAN_H line and a CAN_L line, which has a high transmission rate and anti-interference performance, effectively improving the braking speed; the relay includes a coil and an armature switch, wherein the coil end of the relay is connected to the control module, the first contact of the armature switch is connected to the CAN_H line, and the second contact of the armature switch is connected to the CAN_L line.

[0023] When an outsider presses the emergency brake button, the control module collects the button's signal and controls the relay's armature switch to close. This shorts the CAN_H line to the CAN_L line, causing a BusOff fault on that CAN line. The by-wire chassis controller, unable to receive signals from the autonomous domain controller, enters fault handling mode, implementing an emergency braking stop. If an outsider presses the emergency brake button again, the control module collects the button's signal again and controls the relay's armature switch to open. The CAN line then returns to normal, and the by-wire chassis controller receives signals from the autonomous domain controller again, restoring the autonomous vehicle's control response state.

[0024] It should be noted that the control module, by-wire chassis controller, and autonomous driving domain controller in this application can all be integrated with CPUs, SOCs, and other integrated chips, which can be flexibly selected based on actual conditions during implementation. They all have efficient data processing and control capabilities, which can effectively improve the response speed of the emergency braking system in this application, thereby ensuring vehicle safety.

[0025] Example 2:

[0026] The difference between the second embodiment and the other embodiments is that the relay installation position is different, such as Figure 2 As shown, in this embodiment, the CAN bus is also configured as a CAN_H line and a CAN_L line; the relay includes a coil and an armature switch, and the coil end of the relay is connected to the control module; the armature switch is connected in series on the CAN_H line between the unmanned driving domain controller and the central gateway.

[0027] When an outsider presses the emergency brake button, the control module collects the button's signal and controls the relay's armature switch to open, disconnecting the left and right CAN_H wires. This causes a BusOff fault on that CAN line. The by-wire chassis controller, unable to receive signals from the autonomous domain controller, enters fault handling mode, implementing an emergency braking stop. When an outsider presses the emergency brake button again, the control module collects the button's signal again and controls the relay's armature switch to close. This connects the left and right CAN_H wiring harnesses, restoring the CAN line to normal. The by-wire chassis controller then receives signals from the autonomous domain controller, restoring the autonomous vehicle's control response state.

[0028] Example 3:

[0029] The difference between the third embodiment and the other embodiments is the different installation positions of the relays. Figure 3 As shown, in this embodiment, the CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil and an armature switch, wherein the coil end of the relay is connected to the control module; the armature switch is connected in series on the CAN_L line between the unmanned driving domain controller and the central gateway.

[0030] When an outsider presses the emergency brake button, the control module collects the button's signal and controls the relay's armature switch to conduct. This disconnects the left and right CAN_L cables, causing a BusOff fault on that CAN line. The by-wire chassis controller, unable to receive signals from the autonomous domain controller, enters fault handling mode, implementing an emergency braking stop. When the outsider presses the emergency brake button again, the control module collects the button's signal again and controls the relay's armature switch to conduct. This connects the left and right CAN_L wiring harnesses, restoring the CAN line to normal. The by-wire chassis controller then receives signals from the autonomous domain controller, restoring the autonomous vehicle's control response state.

[0031] Example 4:

[0032] The difference between the fourth embodiment and the other embodiments is that the relay installation position is different, such as Figure 4 As shown, in this embodiment, the CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil, a first armature switch, and a second armature switch, wherein the coil end of the relay is connected to the control module; the first armature switch is connected in series to the CAN_H line between the unmanned driving domain controller and the central gateway; the second armature switch is connected in series to the CAN_L line between the unmanned driving domain controller and the central gateway.

[0033] When an outsider presses the emergency brake button, the control module collects the button's signal and controls the relay's first and second armature switches to conduct. This disconnects the CAN_H and CAN_L wires, causing a BusOff fault on that CAN line. The by-wire chassis controller, unable to receive signals from the autonomous driving domain controller, enters fault handling mode, implementing an emergency braking stop strategy. When an outsider presses the emergency brake button again, the control module collects the button's signal again and controls the relay's first and second armature switches to conduct. This connects the CAN_H and CAN_L wiring harnesses, returning the CAN line to normal, and the by-wire chassis controller receives signals from the autonomous driving domain controller again, restoring the autonomous vehicle's control response state.

[0034] Embodiment 5:

[0035] Embodiment 5 can be applied based on Embodiments 1, 2, 3, and 4. Specifically, for an unmanned driving domain controller and a drive-by-wire chassis controller that are not in the same network segment, Embodiment 5 sets a central gateway between the unmanned driving domain controller and the drive-by-wire chassis controller. The central gateway is connected to the unmanned driving domain controller and the drive-by-wire chassis controller via a CAN bus, and signals are forwarded between the unmanned driving domain controller and the central gateway via the central gateway. In this case, the control module is connected to the CAN bus between the unmanned driving domain controller and the central gateway via a relay.

[0036] Taking the emergency brake device of embodiment 1 as an example, after adding the central gateway, Figure 5 As shown in the figure, when an outsider presses the emergency brake button, the control module will collect the signal from the button and control the armature switch of the relay to close. At this time, the CAN_H line between the unmanned driving domain controller and the central gateway will be short-circuited with the CAN_L line, causing a BusOff fault on the CAN line. The central gateway wire-controlled chassis controller cannot receive the signal sent by the unmanned driving domain controller through the central gateway, and will enter the fault handling mode, that is, the emergency braking parking strategy.

[0037] This application supports manual emergency braking of unmanned vehicles, thereby effectively increasing the braking safety of unmanned vehicles during the research and development process and improving the braking safety of unmanned vehicles during commercial use. The device of this application can be used as a backup system for emergency braking. When the original vehicle cannot brake, braking is performed through the device of this application, thereby improving the safety and reliability of emergency braking of unmanned vehicles. This application proposes a variety of emergency braking solutions, all of which can effectively trigger emergency braking of unmanned vehicles and are suitable for different application scenarios and needs.

[0038] The above description of the present invention is provided as an example, in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described method. Any non-substantial improvements made using the method concepts and technical solutions of the present invention, or any application of the above-described concepts and technical solutions of the present invention to other situations without modification, are all within the scope of protection of the present invention.

Claims

1. An emergency braking device for an unmanned vehicle, characterized in that: The device includes an emergency brake button, a control module, a relay, a wire-controlled chassis controller, an unmanned driving domain controller, and a CAN bus. The CAN bus is connected between the wire-controlled chassis controller and the unmanned driving domain controller; the emergency brake button is connected to the control module; and the relay is connected between the control module and the CAN bus.

2. The emergency braking device for an unmanned vehicle according to claim 1, characterized in that: For the unmanned driving domain controller and the wire-controlled chassis controller that are not in the same network segment, a central gateway is set between the unmanned driving domain controller and the wire-controlled chassis controller. The central gateway is connected to the unmanned driving domain controller and the wire-controlled chassis controller through the CAN bus respectively. At this time, the control module is connected to the CAN bus between the unmanned driving domain controller and the central gateway through the relay.

3. An emergency braking device for an unmanned vehicle according to claim 1 or 2, characterized in that: The CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil and an armature switch, wherein the coil end of the relay is connected to the control module, the first contact of the armature switch is connected to the CAN_H line, and the second contact of the armature switch is connected to the CAN_L line.

4. The emergency braking device for an unmanned vehicle according to claim 2, characterized in that: The CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil and an armature switch, wherein the coil end of the relay is connected to the control module; the armature switch is connected in series on the CAN_H line between the unmanned driving domain controller and the central gateway.

5. The emergency braking device for an unmanned vehicle according to claim 2, characterized in that: The CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil and an armature switch, wherein the coil end of the relay is connected to the control module; the armature switch is connected in series on the CAN_L line between the unmanned driving domain controller and the central gateway.

6. The emergency braking device for an unmanned vehicle according to claim 2, characterized in that: The CAN bus is configured as a CAN_H line and a CAN_L line; the relay includes a coil, a first armature switch, and a second armature switch, wherein the coil end of the relay is connected to the control module; the first armature switch is connected in series on the CAN_H line between the unmanned driving domain controller and the central gateway; the second armature switch is connected in series on the CAN_L line between the unmanned driving domain controller and the central gateway.

7. The emergency braking device for an unmanned vehicle according to claim 1 or 2, characterized in that: The CAN bus is configured as a shielded twisted pair.

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