CN111559248A - Safety-based control system and method for automatically driving pure electric passenger car - Google Patents
Safety-based control system and method for automatically driving pure electric passenger car Download PDFInfo
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- CN111559248A CN111559248A CN202010413139.4A CN202010413139A CN111559248A CN 111559248 A CN111559248 A CN 111559248A CN 202010413139 A CN202010413139 A CN 202010413139A CN 111559248 A CN111559248 A CN 111559248A
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- 238000012544 monitoring process Methods 0.000 claims description 36
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- 101150008604 CAN1 gene Proteins 0.000 claims description 22
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention provides a safety-based control system and method for an automatic-driving pure electric bus, wherein the system comprises a driving brain, an EPS steering system, an EBS braking system and a vehicle control unit, wherein the EPS steering system, the EBS braking system and the vehicle control unit are in communication connection with the driving brain; the EBS braking system is connected with the whole vehicle controller; the vehicle control unit is connected with a new energy component system and a vehicle auxiliary component; the driving brain is used for taking charge of decision making in the automatic driving process; the driver control system is communicated with the vehicle control unit and the EBS braking system on one hand, and controls the EPS steering system on the other hand to realize vehicle steering in an automatic driving mode; and the vehicle control unit is used for executing on the basis of the state of the comprehensive new energy component system and the vehicle auxiliary component, and controlling the new energy component system to realize vehicle running.
Description
Technical Field
The invention relates to the technical field of automatically-driven pure electric buses, in particular to a safety-based control system and method for automatically-driven pure electric buses.
Background
With the gradual development of the automatic driving technology and the new energy technology, the combined application examples of the automatic driving and the new energy are continuously increased, but the safety problem of the automatic driving vehicle occurs at all times, and the potential safety hazard still exists. Therefore, when the automatic driving technology is popularized, safety needs to be guaranteed from all aspects, and the safety of the whole vehicle is improved.
At present, all cities accelerate the demonstration operation of vehicles such as an automatic driving pure electric bus and the like, and as the automatic driving and new energy are combined with a few application examples, a new energy technology is not well fused, safety problems are usually considered from the automatic driving perspective, safety problems possibly caused by new energy systems and component factors are ignored, all components of the whole vehicle cannot be coordinated to form a whole, and more safe and reliable systematic control cannot be formed.
Disclosure of Invention
For the pure electric bus capable of being automatically driven, due to the combination of the automatic driving technology and the new energy technology, safety factors possibly generated by the new energy system and parts can be easily ignored in the automatic driving control process, the deep interaction of the automatic driving system and the new energy control system can not be realized, the safety problem can only be considered from a single angle, the whole body is not formed, and the safety can not be comprehensively considered from the perspective of the whole new energy vehicle.
The technical scheme of the invention is as follows:
on one hand, the technical scheme of the invention provides a safety-based automatic driving pure electric bus control system, which comprises a driver's brain, an EPS steering system, an EBS braking system and a vehicle control unit, wherein the EPS steering system, the EBS braking system and the vehicle control unit are in communication connection with the driver's brain; the EBS braking system is connected with the whole vehicle controller;
the vehicle control unit is connected with a new energy component system and a vehicle auxiliary component;
the driving brain is used for taking charge of decision making in the automatic driving process; the driver control system is communicated with the vehicle control unit and the EBS braking system on one hand, and controls the EPS steering system on the other hand to realize vehicle steering in an automatic driving mode;
and the vehicle control unit is used for executing on the basis of the state of the comprehensive new energy component system and the vehicle auxiliary component, and controlling the new energy component system to realize vehicle running.
Further, the new energy component system comprises a driving motor system, a power battery system, a steering power-assisted control system, an air pump control system and a DCDC control system;
the driving motor system, the power battery system, the power steering control system, the air pump control system and the DCDC control system are in communication connection with the vehicle control unit respectively.
Further, the auxiliary parts of the whole vehicle comprise an air conditioner and an instrument; the air conditioner and the instrument are respectively in communication connection with the vehicle control unit;
the instrument is connected with a door control system, an emergency valve and a pneumatic pressure acquisition module; the instrument is connected with a monitoring module through a conversion module, and the monitoring module comprises a flammable and volatile detector, a smoke detector and a passenger flow statistical instrument.
Further, the vehicle control unit is connected with a driving motor system, a power battery system, a steering power-assisted control system, an air pump control system, a DCDC control system, an instrument and an air conditioner through the CAN1, and meanwhile, information interaction is carried out by utilizing the CAN 1; the vehicle controller also performs information interaction with a driving brain and an EBS braking system through the CAN 2;
the monitoring module is connected to the conversion module through the auxiliary CAN, and the conversion module is connected with the instrument through the inner CAN;
the monitoring module transmits the collected alarm information to the conversion module, and the conversion module sends the received alarm information to the instrument again through the inner CAN.
Further, the vehicle control unit is also connected with an emergency stop switch;
and the vehicle controller is used for monitoring a vehicle pressure signal of the whole vehicle in real time through the air pressure acquisition module, monitoring a fault state of a new energy component system, monitoring an EBS system state, monitoring an alarm state through the monitoring module, monitoring a state signal of an emergency valve, monitoring a signal of an emergency stop switch, classifying fault types according to the fault severity of the monitoring signal, and starting a grading processing mechanism according to the fault types when the fault occurs.
On the other hand, the technical scheme of the invention provides a safety-based control method for an automatic-driving pure electric bus, which comprises the following steps:
the method comprises the steps that a driver computer sends an instruction for entering an automatic driving mode to a vehicle control unit, and meanwhile, the vehicle control unit enters the automatic driving mode when the vehicle control unit does not detect artificial brake stepping;
detecting whether the high voltage electricity of the vehicle is ready when the vehicle enters an automatic driving mode, and after the vehicle enters the automatic driving mode and the high voltage electricity is ready, receiving an emergency valve state, a vehicle air pressure signal and an alarm state sent by an instrument, simultaneously receiving a fault state of a new energy component system, receiving a state of an EBS braking system, and integrating an emergency stop switch signal acquired by the EBS braking system to carry out driving safety evaluation;
if the driving safety requirements are met after evaluation, the vehicle control unit enters a corresponding driving link; after entering a driving response link, the vehicle controller can respond to gear and throttle signals sent by a driving brain and control a driving motor system to realize forward or backward movement of the vehicle; if the vehicle does not meet the driving safety requirements after evaluation, the vehicle cannot enter a driving response link, the vehicle controller cannot respond to the driving accelerator and gears, and the vehicle cannot drive;
and entering a driving response link, detecting the whole vehicle air pressure signal, the new energy component system fault state, the EBS system state, the alarm state, the emergency valve state signal and the emergency stop switch signal in real time by the vehicle controller in the process of responding to the command of the driving brain to control the vehicle to run, and classifying the detected signals according to the severity of the fault to carry out graded response.
Further, when the high voltage electricity of the vehicle is not ready, the driver computer sends a high voltage instruction to the vehicle control unit, and after the vehicle control unit receives the instruction and detects that the new energy component system is free of fault, the vehicle control unit sends the instruction to the power battery system to control the power battery system to realize the high voltage ready of the vehicle.
Further, classifying the detected signals according to the severity of the faults and carrying out graded response, wherein the fault types comprise an emergency stop fault in place, an edge stop fault and an alarm fault;
when the vehicle control unit detects that an emergency stop type fault occurs in situ, reporting a vehicle fault state to a driver's brain, requesting emergency stop in situ, sending a command of lightening double flashes to an instrument, receiving the command of requesting to control an EBS braking system to perform emergency stop by the driver's brain, sending a command of reducing an accelerator signal to 0 to the vehicle control unit, after receiving the command by the vehicle control unit, controlling a driving motor system to perform unloading processing, setting a time threshold value, retreating a vehicle response link, and not responding to a gear and an accelerator command of the driver's brain any more;
when the vehicle control unit detects that an edge-to-edge parking type fault occurs, the vehicle control unit reports a vehicle fault state to a driver control unit and requests the driver control unit to control the vehicle to park while keeping, the driver control unit controls an EPS (electric power steering) system and an EBS (electronic brake system) to realize edge-to-edge parking, the vehicle control unit detects the vehicle speed, performs timing and controls an instrument to start double flashing, and when the vehicle speed is less than a set vehicle speed threshold or timing set time, the vehicle control unit exits a driving response link and does not respond to an accelerator and a gear;
when the vehicle control unit detects that the alarm fault occurs, the vehicle control unit reports the fault state to the driving brain, continues to respond to the accelerator and gear instructions of the driving brain, and does not exit the driving response link.
Further, the method further comprises:
entering a driving response link, if the vehicle controller detects that the emergency valve is opened or the emergency stop valve is pressed, judging whether the vehicle has an in-situ emergency stop fault, and if so, processing the in-situ emergency stop fault; and if not, responding according to the side parking fault.
Further, the method further comprises:
the air conditioner automatically judges the temperature, if the air conditioner needs to be started, a work request instruction is sent to the vehicle control unit, the vehicle control unit collects the state of the power battery system to determine whether the power battery system is allowed to work, then instruction feedback is carried out on the air conditioner, and the air conditioner is started;
after the air conditioner is started, if the air conditioner does not need to work continuously, the air conditioner automatically stops running, and if the power battery system fails, the vehicle control unit sends a non-allowable working instruction to the air conditioner to shut down the air conditioner.
According to the technical scheme, the invention has the following advantages: on the basis of a safety control system of a driver's head, a safety control system related to a new energy system and the state of the whole vehicle is added from the level of a controller of the whole vehicle, so that the automatic driving and new energy technology are better integrated from the perspective of the whole vehicle, a single system is eliminated, the safety problem is solved, a multi-dimensional safety protection mechanism is established for the automatic driving pure electric bus, and the safety of the vehicle can be further ensured.
In addition, the invention has reliable design principle, simple structure and very wide application prospect.
Therefore, compared with the prior art, the invention has prominent substantive features and remarkable progress, and the beneficial effects of the implementation are also obvious.
Drawings
In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present invention, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained based on these drawings without creative efforts.
FIG. 1 is a schematic block diagram of a system provided by one embodiment of the present invention
Fig. 2 is a schematic flow chart of a method provided by an embodiment of the present invention.
Detailed Description
In order to make those skilled in the art better understand the technical solution of the present invention, the technical solution in the embodiment of the present invention will be clearly and completely described below with reference to the drawings in the embodiment of the present invention, and it is obvious that the described embodiment is only a part of the embodiment of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example one
As shown in fig. 1, the technical solution of the present invention provides a safety-based control system for an automatic-driving pure electric bus, which includes a driver's brain, and an EPS steering system, an EBS braking system, and a vehicle controller, which are in communication connection with the driver's brain; the EBS braking system is connected with the whole vehicle controller;
the vehicle control unit is connected with a new energy component system and a vehicle auxiliary component;
the driving brain is used for taking charge of decision making in the automatic driving process; the driver control system is communicated with the vehicle control unit and the EBS braking system on one hand, and controls the EPS steering system on the other hand to realize vehicle steering in an automatic driving mode;
and the vehicle control unit is used for executing on the basis of the state of the comprehensive new energy component system and the vehicle auxiliary component, and controlling the new energy component system to realize vehicle running.
In this embodiment, the new energy component system includes a driving motor system, a power battery system, a power steering control system, an air pump control system, and a DCDC control system;
the driving motor system, the power battery system, the power steering control system, the air pump control system and the DCDC control system are in communication connection with the vehicle control unit respectively.
The auxiliary parts of the whole vehicle comprise an air conditioner and an instrument; the air conditioner and the instrument are respectively in communication connection with the vehicle control unit;
the instrument is connected with a door control system, an emergency valve and a pneumatic pressure acquisition module; the instrument is connected with a monitoring module through a conversion module, and the monitoring module comprises a flammable and volatile detector, a smoke detector and a passenger flow statistical instrument.
The vehicle control unit is connected with a driving motor system, a power battery system, a steering power-assisted control system, an air pump control system, a DCDC control system, an instrument and an air conditioner through a CAN1, and meanwhile, information interaction is carried out by utilizing a CAN 1;
the vehicle controller also performs information interaction with a driving brain and an EBS braking system through the CAN 2;
the monitoring module is connected to the conversion module through the auxiliary CAN, and the conversion module is connected with the instrument through the inner CAN;
the monitoring module transmits the collected alarm information to the conversion module, and the conversion module sends the received alarm information to the instrument again through the inner CAN.
The vehicle control unit is also connected with an emergency stop switch; and the vehicle controller is used for monitoring a vehicle pressure signal of the whole vehicle in real time through the air pressure acquisition module, monitoring a fault state of a new energy component system, monitoring an EBS system state, monitoring an alarm state through the monitoring module, monitoring a state signal of an emergency valve, monitoring a signal of an emergency stop switch, classifying fault types according to the fault severity of the monitoring signal, and starting a grading processing mechanism according to the fault types when the fault occurs.
The system comprises a driver's brain, an EPS steering system, an EBS braking system, a vehicle control unit, a driving motor system, a power battery system, a steering power-assisted control system, an air pump control system, a DCDC control system, an air conditioner, an instrument, a conversion module, a flammable and volatile detector, a smoke detector, a passenger flow statistical instrument, a door control system, an emergency valve, air pressure acquisition and the like. In the system, a vehicle control unit is connected with a driving motor system, a power battery system, a steering power-assisted control system, an air pump control system, a DCDC control system, an instrument and an air conditioner through a CAN1, and information interaction is carried out by utilizing a CAN 1; the vehicle controller also performs information interaction with a driver's brain and an EBS braking system through the CAN2, and acquires an emergency stop switch signal. The inflammable and volatile detector, the smoke detector and the passenger flow statistics instrument are connected to the conversion module through the auxiliary CAN, and the conversion module is connected with the instrument through the inner CAN; the inflammable and volatile detector, the smoke detector and the passenger flow statistics instrument collect alarm information and transmit the alarm information to the conversion module, and the conversion module sends the received alarm information to the instrument through the inner CAN. Besides, the instrument also collects the state of the emergency valve and the state of the air pressure at the same time to control the door control system. For a driver's brain, on one hand, the driver's brain is connected to the CAN2 and is communicated with a whole vehicle controller and an EBS braking system, and on the other hand, the driver's brain controls an EPS steering system through a special CAN to realize vehicle steering in an automatic driving mode.
And entering a driving response link, wherein the vehicle controller can monitor all factors considered in the driving safety evaluation system in real time in the process of responding to the driving command of the driver, and if the signal does not meet the requirement, a graded response mechanism of side parking, in-situ emergency parking and alarming can be started according to the type of the fault. Once the in-place emergency stop type fault occurs, the vehicle controller sends an in-place emergency stop request and a vehicle fault state to a driver's brain through the CAN2, the driver's brain reduces an accelerator signal to 0, and the EBS braking system is controlled through the CAN2 to realize emergency stop; meanwhile, the vehicle controller can quit the driving response link after 3s, and does not respond to the gear and throttle commands sent by the driving brain any more. When an adjacent parking fault occurs, the vehicle control unit CAN report an adjacent parking request and a vehicle fault state to a driver's brain, and the driver's brain CAN control an EBS braking system through CAN2 and control an EPS steering system through a special CAN to realize the adjacent parking; meanwhile, the vehicle controller detects the speed of the vehicle and performs timing until the speed of the vehicle is less than 5km/h or 30s, and then the vehicle controller retreats from a vehicle response link and does not respond to an accelerator and a gear sent by a driver; when the alarm type fault occurs, the vehicle control unit only reports the fault state to the driver's brain, and still can normally respond to the accelerator and gear instructions. In addition, the vehicle control unit can realize automatic door opening when the vehicle stops at a stop or in a fault according to the command of a driver's head. After the vehicle control unit receives the driving brain instruction, the vehicle control unit sends an instruction to the instrument through the CAN1, and the instrument receives the instruction to control the door control system to realize automatic door opening. The passenger flow detector can continuously detect the flow of people once detecting that the door is opened, if the passenger flow detector detects that no passenger gets on the vehicle and delays for 5s, an instruction is sent to the conversion module and then to the instrument, the instrument is combined with a command of the vehicle controller to distinguish whether the door is opened normally or emergently, and the door control system is controlled to be closed automatically.
The automatic starting function of the air conditioner is realized by the following modes: the air conditioner is in an automatic mode in a default state, temperature judgment is automatically carried out under the condition of no manual intervention, if the air conditioner needs to be started, a work request is sent to the vehicle control unit through the CAN1, and the vehicle control unit CAN determine whether the vehicle control unit is allowed to work according to the state of the power battery system, so that the air conditioner is started. Once the air conditioner is started, if the air conditioner does not need to work continuously, the air conditioner automatically stops running, if the vehicle controller detects that high-voltage components such as a power battery system and the like break down through the CAN1, the air conditioner sends an instruction that the air conditioner is not allowed to work, and the air conditioner shuts down after receiving the instruction.
Example two
As shown in fig. 2, the technical solution of the present invention provides a safety-based control method for an autopilot electric motor coach, comprising the following steps:
(1) the method comprises the steps that a driver computer sends an instruction for entering an automatic driving mode to a vehicle control unit, and meanwhile, the vehicle control unit enters the automatic driving mode when the vehicle control unit does not detect artificial brake stepping; in this embodiment, when the vehicle enters the automatic driving mode from the non-automatic driving mode, the driver's head sends an instruction to enter the automatic driving mode to the vehicle controller through the CAN2, and the vehicle controller enters the automatic driving mode if the vehicle controller does not detect that the vehicle is manually braked. At the moment, if the high-voltage electricity of the vehicle is not ready, the driver CAN send an 'upper voltage instruction' to the vehicle control unit through the CAN2, and the vehicle control unit detects that the power battery system, the driving motor system, the high-voltage accessory system and the like have no faults after receiving the instruction, and then sends an instruction to the power battery system through the CAN1 to control the power battery system to realize the high-voltage ready of the vehicle.
(2) Detecting whether the high voltage electricity of the vehicle is ready when the vehicle enters an automatic driving mode, and after the vehicle enters the automatic driving mode and the high voltage electricity is ready, receiving an emergency valve state, a vehicle air pressure signal and an alarm state sent by an instrument, simultaneously receiving a fault state of a new energy component system, receiving a state of an EBS braking system, and integrating an emergency stop switch signal acquired by the EBS braking system to carry out driving safety evaluation; after the automatic driving mode is entered and the high voltage is ready, the vehicle controller receives the emergency valve state, the air pressure signal, the smoke alarm state and the flammable and volatile alarm state sent by the instrument through the CAN1, receives the fault states of the driving motor system, the power battery system, the power steering control system, the air pump control system and the DCDC control system through the CAN1, receives the state of the EBS braking system through the CAN2, synthesizes the emergency stop switch signal acquired by the vehicle controller, and carries out driving safety evaluation. If the emergency valve is not opened, the air pressure of the whole vehicle is in a normal driving range, the smoke detector does not give the most serious alarm, the flammable and volatile vehicle does not give the most serious alarm, the driving motor system does not have the most serious fault, the power battery system does not have the most serious fault, the steering power-assisted control system does not have the most serious fault, the air pump control system does not have the most serious fault, the DCDC control system does not have the most serious fault, the EBS does not have the fault, and the emergency stop switch is closed, the driving safety evaluation system considers that the driving safety requirement is met, and the whole vehicle controller enters the next driving. Here, the most serious fault means that the fault coefficient reaches a set upper threshold; a minor fault is when the fault factor reaches a set lower threshold. The most serious alarm means that the alarm coefficient reaches the upper limit of a set threshold value; the slight alarm means that the alarm coefficient reaches the lower limit of the set threshold value.
(3) If the driving safety requirements are met after evaluation, the vehicle control unit enters a corresponding driving link; after entering a driving response link, the vehicle controller can respond to gear and throttle signals sent by a driving brain and control a driving motor system to realize forward or backward movement of the vehicle; if the vehicle does not meet the driving safety requirements after evaluation, the vehicle cannot enter a driving response link, the vehicle controller cannot respond to the driving accelerator and gears, and the vehicle cannot drive; after entering a driving response link, the vehicle control unit CAN respond to a gear and an accelerator signal sent by a driving brain through the CAN2, and then controls the driving motor system through the CAN1 to realize the forward or backward movement of the vehicle, if any signal in the safety assessment system is not satisfied, the driving safety requirement is not met, the vehicle control unit cannot enter the driving response link, the vehicle control unit cannot respond to the driving accelerator and the gear, and the vehicle cannot run.
(4) And entering a driving response link, detecting the whole vehicle air pressure signal, the new energy component system fault state, the EBS system state, the alarm state, the emergency valve state signal and the emergency stop switch signal in real time by the vehicle controller in the process of responding to the command of the driving brain to control the vehicle to run, and classifying the detected signals according to the severity of the fault to carry out graded response.
And entering a driving response link, wherein the vehicle controller CAN perform driving safety evaluation in real time in the process of responding to a command of a driving brain to control the vehicle to drive, CAN detect the states of all signals in real time through the CAN1 and the CAN2, classifies the detected signals according to the severity grade of the fault, and starts a graded response mechanism of in-situ emergency parking, side parking and alarming once the condition which does not meet the condition is found.
Once the vehicle controller detects that an in-place emergency stop fault occurs, the vehicle controller CAN report the fault state of the vehicle and request the in-place emergency stop to a driver brain through CAN2, a command for lightening double flashing is sent to an instrument through CAN1, the driver brain CAN control an EBS braking system to perform emergency stop through CAN2 after receiving the request, a command for reducing an accelerator signal to 0 is sent to the vehicle controller through CAN2, the vehicle controller receives the command through CAN2 and then controls a driving motor system to perform unloading processing such as torque reduction and the like through CAN1, and the vehicle controller backs up for 3s to go out a vehicle response link and no longer responds to a gear and an accelerator command of the driver brain;
if the vehicle controller detects that an edge parking type fault occurs, the vehicle controller reports a vehicle fault state to a driver's brain and requests the driver's brain to control the vehicle to park while, the driver's brain controls an EPS steering system through a special CAN and controls an EBS braking system through CAN2 respectively to realize edge parking, the vehicle controller detects the vehicle speed, performs timing and controls an instrument to start double-flash, and when the vehicle speed is less than 5km/h or 30s, the vehicle controller exits a driving response link and does not respond to an accelerator and a gear;
if the vehicle controller detects that the alarm fault occurs, the vehicle controller only reports the fault state to the driver's head, and still continues to respond to the accelerator and gear instructions of the driver's head, so that the vehicle controller does not exit the driving response link.
The faults of the original emergency stop comprise the most serious fault of a driving motor system, the most serious fault of a power battery system, the most serious fault of a steering power-assisted control system and the EBS fault; the side parking faults comprise the most serious fault of an air pump control system, the most serious fault of DCDC, the most serious alarm of a smoke detector and the most serious alarm of inflammability and volatility; the alarm faults mainly comprise a slight alarm of a driving motor system, a slight alarm of a power battery system, a slight fault of a steering power-assisted control system, a slight fault of an air pump control system, a slight fault of DCDC, a slight alarm of a smoke detector and a slight alarm of inflammability and volatility. The most serious fault means that the fault coefficient reaches a set upper threshold; a minor fault is when the fault factor reaches a set lower threshold. The most serious alarm means that the alarm coefficient reaches the upper limit of a set threshold value; the slight alarm means that the alarm coefficient reaches the lower limit of the set threshold value.
Entering a driving response link, if the vehicle controller detects that the emergency valve is opened or the emergency stop switch is pressed down, judging whether the vehicle has an in-situ emergency stop fault, and if so, processing the vehicle according to the in-situ emergency stop; if not, the system responds by parking at the side.
After entering the automatic driving mode, the vehicle control unit realizes automatic door opening when parking at a station and emergency parking according to the command of a driving brain. The instrument collects a vehicle door signal through a door control system and sends the vehicle door signal to the vehicle control unit through the CAN1, and the vehicle control unit feeds the vehicle door signal back to a driver's brain through the CAN 2. The driver's brain sends the instruction of opening the door to vehicle control unit according to the door state, and vehicle control unit passes through CAN1 and forwards the instruction to the instrument, and instrument control door control system realizes automatic opening the door. After the vehicle is parked and needs to be opened, the driver's head does not control the opening of the vehicle door any more and commands are changed into sending ' no control ' according to the state of the vehicle door forwarded by the vehicle controller if the vehicle door is found to be opened; if the vehicle door is closed, the vehicle controller forwards a normal door opening command to the instrument through the CAN1 under normal conditions, the instrument receives a signal and then controls the door control system to open the door, the state of the vehicle door is fed back in real time, and the driver CAN switch the command to be not controlled until the vehicle door is opened; when emergency needs to open the door, the driver can directly command the instrument to open the door through the vehicle control unit without the need of door signals, and the instrument controls the door control system to execute the emergency.
The passenger flow detector continuously detects the flow of people once detecting that the door is opened, if the passenger flow detector detects that no passenger gets on the vehicle and delays for 5s, the passenger flow detector sends an instruction to the conversion module through the auxiliary CAN, the conversion module forwards the instruction to the instrument through the inner CAN, and the instrument controls the door control system to automatically close the door according to the instruction forwarded by the vehicle control unit. And if the passenger flow detector is in a normal condition, responding to a door closing instruction of the passenger flow detector, and if the passenger flow detector is in a fault condition, stopping the door closing instruction of the passenger flow detector.
The air conditioner is in an automatic mode in a default state, temperature judgment is automatically carried out under the condition of no manual intervention, if the air conditioner needs to be started, a work request instruction is sent to a whole vehicle controller through a CAN1, a VCU acquires the state of a power battery system through a CAN1 to determine whether the power battery system is allowed to work, and then instruction feedback is carried out on the air conditioner through a CAN1, so that the air conditioner is started. Once the air conditioner is started, if the air conditioner does not need to continue working, the air conditioner automatically stops running, and if high-voltage components such as a power battery system and the like break down, the vehicle controller sends a non-allowable working instruction to the air conditioner through the CAN1 to realize the shutdown of the air conditioner
Although the present invention has been described in detail by referring to the drawings in connection with the preferred embodiments, the present invention is not limited thereto. Various equivalent modifications or substitutions can be made on the embodiments of the present invention by those skilled in the art without departing from the spirit and scope of the present invention, and these modifications or substitutions are within the scope of the present invention/any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (10)
1. A safety-based control system for an automatic-driving pure electric bus is characterized by comprising a driving brain, an EPS steering system, an EBS braking system and a vehicle control unit, wherein the EPS steering system, the EBS braking system and the vehicle control unit are in communication connection with the driving brain; the EBS braking system is connected with the whole vehicle controller;
the vehicle control unit is connected with a new energy component system and a vehicle auxiliary component;
the driving brain is used for taking charge of decision making in the automatic driving process; the driver control system is communicated with the vehicle control unit and the EBS braking system on one hand, and controls the EPS steering system on the other hand to realize vehicle steering in an automatic driving mode;
and the vehicle control unit is used for executing on the basis of the state of the comprehensive new energy component system and the vehicle auxiliary component, and controlling the new energy component system to realize vehicle running.
2. The safety-based autopilot electric-only bus control system of claim 1 wherein the new energy component system comprises a drive motor system, a power battery system, a power steering control system, an air pump control system, a DCDC control system;
the driving motor system, the power battery system, the power steering control system, the air pump control system and the DCDC control system are in communication connection with the vehicle control unit respectively.
3. The safety-based autopilot-only [ electric ] motor coach control system as set forth in claim 2 wherein vehicle auxiliary components include air conditioners and instrumentation; the air conditioner and the instrument are respectively in communication connection with the vehicle control unit;
the instrument is connected with a door control system, an emergency valve and a pneumatic pressure acquisition module; the instrument is connected with a monitoring module through a conversion module, and the monitoring module comprises a flammable and volatile detector, a smoke detector and a passenger flow statistical instrument.
4. The safety-based automatic driving pure electric bus control system according to claim 3, wherein the vehicle control unit is connected with the driving motor system, the power battery system, the steering power-assisted control system, the air pump control system, the DCDC control system, the instrument and the air conditioner through CAN1, and simultaneously utilizes CAN1 for information interaction;
the vehicle controller also performs information interaction with a driving brain and an EBS braking system through the CAN 2;
the monitoring module is connected to the conversion module through the auxiliary CAN, and the conversion module is connected with the instrument through the inner CAN;
the monitoring module transmits the collected alarm information to the conversion module, and the conversion module sends the received alarm information to the instrument again through the inner CAN.
5. The safety-based control system of an automatically-driven pure electric bus according to claim 4, characterized in that the vehicle control unit is further connected with an emergency stop switch;
and the vehicle controller is used for monitoring a vehicle pressure signal of the whole vehicle in real time through the air pressure acquisition module, monitoring a fault state of a new energy component system, monitoring an EBS system state, monitoring an alarm state through the monitoring module, monitoring a state signal of an emergency valve, monitoring a signal of an emergency stop switch, classifying fault types according to the fault severity of the monitoring signal, and starting a grading processing mechanism according to the fault types when the fault occurs.
6. A safety-based control method for an automatic-driving pure electric bus is characterized by comprising the following steps:
the method comprises the steps that a driver computer sends an instruction for entering an automatic driving mode to a vehicle control unit, and meanwhile, the vehicle control unit enters the automatic driving mode when the vehicle control unit does not detect artificial brake stepping;
detecting whether the high voltage electricity of the vehicle is ready when the vehicle enters an automatic driving mode, and after the vehicle enters the automatic driving mode and the high voltage electricity is ready, receiving an emergency valve state, a vehicle air pressure signal and an alarm state sent by an instrument, simultaneously receiving a fault state of a new energy component system, receiving a state of an EBS braking system, and integrating an emergency stop switch signal acquired by the EBS braking system to carry out driving safety evaluation;
if the driving safety requirements are met after evaluation, the vehicle control unit enters a corresponding driving link; after entering a driving response link, the vehicle controller can respond to gear and throttle signals sent by a driving brain and control a driving motor system to realize forward or backward movement of the vehicle; if the vehicle does not meet the driving safety requirements after evaluation, the vehicle cannot enter a driving response link, the vehicle controller cannot respond to the driving accelerator and gears, and the vehicle cannot drive;
and entering a driving response link, detecting the whole vehicle air pressure signal, the new energy component system fault state, the EBS system state, the alarm state, the emergency valve state signal and the emergency stop switch signal in real time by the vehicle controller in the process of responding to the command of the driving brain to control the vehicle to run, and classifying the detected signals according to the severity of the fault to carry out graded response.
7. The safety-based automatic driving pure electric bus control method according to claim 6, wherein when the high voltage of the vehicle is not ready, the driver computer sends a high voltage command to the vehicle control unit, and after the vehicle control unit receives the command and detects that the new energy component system is not in fault, the vehicle control unit sends a command to the power battery system to control the power battery system to achieve the high voltage ready of the vehicle.
8. The safety-based control method for the electric-only bus capable of automatically driving is characterized in that the detected signals are classified according to the severity of faults and are subjected to graded response, wherein the fault types comprise an emergency stop fault in place, an edge stop fault and an alarm fault;
when the vehicle control unit detects that an emergency stop type fault occurs in situ, reporting a vehicle fault state to a driver's brain, requesting emergency stop in situ, sending a command of lightening double flashes to an instrument, receiving the command of requesting to control an EBS braking system to perform emergency stop by the driver's brain, sending a command of reducing an accelerator signal to 0 to the vehicle control unit, after receiving the command by the vehicle control unit, controlling a driving motor system to perform unloading processing, setting a time threshold value, retreating a vehicle response link, and not responding to a gear and an accelerator command of the driver's brain any more;
when the vehicle control unit detects that an edge-to-edge parking type fault occurs, the vehicle control unit reports a vehicle fault state to a driver control unit and requests the driver control unit to control the vehicle to park while keeping, the driver control unit controls an EPS (electric power steering) system and an EBS (electronic brake system) to realize edge-to-edge parking, the vehicle control unit detects the vehicle speed, performs timing and controls an instrument to start double flashing, and when the vehicle speed is less than a set vehicle speed threshold or timing set time, the vehicle control unit exits a driving response link and does not respond to an accelerator and a gear;
when the vehicle control unit detects that the alarm fault occurs, the vehicle control unit reports the fault state to the driving brain, continues to respond to the accelerator and gear instructions of the driving brain, and does not exit the driving response link.
9. The safety-based autopilot-only electric motor coach control method as set forth in claim 8, further comprising:
entering a driving response link, if the vehicle controller detects that the emergency valve is opened or the emergency stop valve is pressed, judging whether the vehicle has an in-situ emergency stop fault, and if so, processing the in-situ emergency stop fault; and if not, responding according to the side parking fault.
10. The safety-based autopilot-only electric motor coach control method as set forth in claim 6, further comprising:
the air conditioner automatically judges the temperature, if the air conditioner needs to be started, a work request instruction is sent to the vehicle control unit, the vehicle control unit collects the state of the power battery system to determine whether the power battery system is allowed to work, then instruction feedback is carried out on the air conditioner, and the air conditioner is started;
after the air conditioner is started, if the air conditioner does not need to work continuously, the air conditioner automatically stops running, and if the power battery system fails, the vehicle control unit sends a non-allowable working instruction to the air conditioner to shut down the air conditioner.
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