CZ2007208A3 - Automatic control of land conveyance means - Google Patents

Abstract

The automatic control for land vehicles consists of a manual control 2 which has two degrees of freedom and is connected to a manifold 4 which is equipped for automatic operation with a double acting servomotor with actuators 18, 19, 20, 21 connected to a central control unit 15. Movement changes of control 2 and servo motor are proportional to the functions for all connected steering circuits of the vehicle, which is the dl, dp, br and acceleration brakes a. All vehicle mobility operations are combined into one control 2 for one upper limb for manual and action the actuator members 18, 19, 20, 21 during automatic operation by means of a central control unit 15.

Description

(57)

Automatic control for land vehicles consists of a hand actuator 2 having two degrees of freedom and connected to a distributor body 4 which is equipped for automatic operation with a double-acting servomotor with actuators 18. 19.2 (1, 21, connected to the central control unit 15). The motion changes of the actuator 2 and the servomotor are proportional to the functions for all connected steering circuits of the vehicle, which is the long-distance braking and acceleration a. All mobility operations are grouped into one actuator 2 for one upper limb at Operation by hand and actuator actuators 18.19.20.21 in automatic operation by means of a central control unit 15.

2007 - 208 A3

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Automatic control of land vehicles

Technical field

BACKGROUND OF THE INVENTION The invention relates to the automatic control of land vehicles on roads constructed for the operation of such vehicles. If automatic steering is used, the operator (driver) becomes only the supervisory authority and the contracting authority. Tj provides transport from place A (place of departure - start) to place B (place of arrival - destination) Automatic operation of the vehicle is designed so that the operator has the opportunity at any time to intervene in the operation of automatic control and switch automatic operation to manual operation and correct the selected transport program or adjust extraordinary changes on the route by an unforeseen situation.

BACKGROUND OF THE INVENTION

At present, according to available information, it is not known that the above-mentioned method of automatic operation of land vehicles has been used or patented somewhere. Today's control of land vehicles has been improved by minor technical adjustments for nearly a hundred years, but the basic driving principle remained technical stage. Driving habits have become so deeply rooted that world car manufacturers no longer take into account that the present time requires some changes in the way they drive vehicles. The control of the mobility of the ground vehicles is stuck at the stage of the four-leg control of the vehicle, ie the use of the foot pedals for the clutch, brake, accelerator pedal is controlled by the steering wheel. The driver's upper limbs are mainly used for directional stabilization. At the same time, the left hand of the driver, in addition to the steering wheel, controls the direction indicator and the lights. Outside the steering wheel, the right hand controls operating switching elements such as wipers, washers, sight glass heaters, cruise control, alarm and other various elements for comfort in the transport area. When operating the operating elements and handling the steering, both upper limbs are always operated simultaneously. The steering wheel thus separates the control group for the right and left side operated by the upper limbs, where confusion is practically impossible. The lower limbs are mainly used to control the three floor pedals. The human brain then controls the five basic actions of vehicle mobility, especially the links between these actions. In most cases, there will be at least two more actions, which is manual gear shifting and the use of the hand brake when uphill and stopping the vehicle. Cars of more expensive categories are equipped with automatic transmission and hydraulic clutch. Special driving includes cars for the disabled.

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SUMMARY OF THE INVENTION

Automatic ground control means a device allowing automatic operation without operator intervention, which is capable of replacing all operations carried out by the driver during manual operations. The device is designed to allow both automatic steering and manual operation with the ability to switch to each other at any time in driving mode.

The main principle of the present solution is that a completely new method of operating the operating elements for the mobility of the vehicle is proposed. The present method of four-limb control is unsuitable for automation of land vehicle control and is very difficult to use. In view of the current development of automotive in all countries of the world and the congested operation in countries with advanced industries, higher demands are placed on the driver, while the driving technology remains in principle unchanged for almost a hundred years. Most land-based road accidents are caused by human factor failures, where overlooks, omissions, miscalculations and short-circuit behavior at critical driving moments can be considered the main causes of road accidents.

In addition to the new mobility management method, automatic control will also require greater involvement of instrumentation to strengthen the human factor in this area, which would prevent a significant number of accidents.

The "Integrated Truck Controller" has been designed and accepted under PV 2006 - 373 In this case, the new integrated control unit is complemented by a double-acting servomotor that enables fully automatic mobility control of the truck. The control signals for controlling the double-acting servomotor are connected to the central control unit, which adjusts the input signals from all connected sensors, sensors and the orientation system to the resulting control signal for the actuator, which is a double-acting servomotor.

In automatic mode, the servomotor exhibits compound movement in two degrees of freedom. The rotary movement of the shaft controls the steering deflection in connection with the integrated actuator. The sliding movement of the shaft then controls the movement of the vehicle forwards, backwards, accelerations, and braking to stabilize the speed (when reversing it is necessary to switch to reverse).

Necessary sensors for fully automatic operation can be divided into three basic groups A / steering sensors (ensure directional stability on the selected route)

B / acceleration, velocity, position distance sensors,

C / orientation device signals

In order to improve the quality and safety of driving, the automatic operation can be supplemented with additional controls that can be applied to the automation system. As an example, sensor for cornering speed (angular speed - omega) sensor for acceleration and braking and the like. The resulting signals in terms of degrees of freedom are only two that solve the overall mobility of the vehicle by compound movements.

The integrated actuator shows exactly the same movement as the servomotor. Neutral point of actuator and actuator is the same. The rotating part solves 0-45 degrees to the right or left. By moving forward we solve the starting and setting of the required speed from 0 - to the maximum speed of km / h. The opposite direction below the zero speed value shows braking. Switching from automatic to manual operation or vice versa is done by switching off or on the signal from the control unit, which makes all connections free of play. When the control handle is released or the control signal is interrupted, the control system returns to the neutral position by means of the central spring. In the neutral position, the drive unit moves to idle speed, the steering takes a straight line and the drive axle is idling.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is illustrated with reference to the drawings, in which Fig. 1 shows an integrated actuator according to the invention, shown in EP 2006-373, and its connection to the main vehicle systems connected to an actuator, which is a double-acting servomotor which is controlled in automatic operation. output signals from the control unit.

FIG. 2 shows the layout of components for the automatic control and operation of the ground vehicle.

DETAILED DESCRIPTION OF THE INVENTION

It is apparent from FIG. 1 that the overall automatic control assembly is comprised of several components on which the function will be described in detail. The integrated actuator 6 consists of two basic parts, namely the manual actuator 2 with the rod 3 and the distributor 4. The manual actuator 2 enables sliding and rotary movement. These movements are limited by the minimum and maximum positions of the systems to be controlled. The distributor 4 converts the movement of the hand actuator 2 or the linkage 3 into a proportional amount of control medium connected to the steering systems D, brakes B and acceleration A, where the control of the medium M can be different - hydraulic, pneumatic, electro-electronic or a combination of systems.

In the lower part of the figure there is also a schematic illustration of the connection of the integrated controller J, to the systems necessary for the mobility of land vehicles, which is a

D, Brake B and Acceleration A.

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From the distributor 4, the output of the steering control medium Vd, the output of the brake control medium Vb and the output of the acceleration control medium Va. The control medium M is connected to the manifold 4.

Obviously, the hand actuator 2 can move in four directions, sideways according to the arrows dp, which is the right turn, and dl_, which is the left turn. Further, there are possibilities of linear movement in the axis of the rod 3 and forward in the direction of the arrow towards the distributor 11, which is the acceleration of acceleration or in the direction of the arrow _, which is the activation of the brake.

In the lower part of the figure, a method of connecting the outputs Vd, Vb and Va from the manifold 4 to the systems necessary for the mobility of land vehicles is shown, which is the steering system D ^, the brake system _B and the acceleration system A. actuator control output of brake control medium Vb to brake actuator 6a acceleration control medium output Va to actuator of acceleration unit 10 comprising a motor 8 with a hydraulic clutch 9 and an automatic gearbox 10.

The supply of control medium M at the inlet is protected by a spare source, not shown. The spring 1 is anchored in a suitable bracket 11, providing a neutral position at rest in the pivoting neutral point U for deflection dg and the longitudinal neutral point 12 for deflection towards a and b.

So far, it relates to the description of an integrated driver for manually controlling the mobility of a vehicle. For automatic control, the set is completed with control, control and control elements, which provide for correction of deviations from the selected route. The function and task of all sensors, sensors and signals is not the purpose of this description. All necessary sensor values of the information and correction signals are connected to the terminal 16 of the central control unit 15, which processes the output control signals for the terminal 17 to which the double-acting servomotor with its actuators 18, 19, 20, 21 is connected. (which may be, for example, electromagnets with proportional function).

Fig. 2 shows the layout of the main parts of the automatic control system in the car body.

In addition to driving and controlling, the car body is mainly equipped with groups of sensors, sensors and various signal receivers that provide the maximum source of information and data for the central control unit. Its task is to bring the car safely at the optimum time from start to finish, respecting all traffic regulations and Regulation, which will be updated in the program of the central control unit.The compilation of the operating program of the control unit to determine the number and type of sensors is not included in this solution. In Fig. 2, it is only known "", "", "", "", "" and "".

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7 'is the appropriate placement of the groups of sensors that follow, at appropriate locations in relation to the basic wiring of the automobile, and a convenient position to obtain maximum information from the surroundings of the automatically driven vehicle. The right and left reflectors are enlarged and supplemented by devices 22 and 23. Rear tail lamps supplemented by devices 24 and 25. On the roof of the car is then a sensor for monitoring alarm height and 27 GPS reception (GaliIeo) The location of the control unit 15 is in the vicinity of the power supply .Ovladač mobility ^{with a} second distributor 4 with a double acting servo-actuators 18, -2H constitute almost one an assembly that is connected to the brake servo drive 6 and acceleration ýK Sensors, sensors and other sensors are positioned to obtain maximum information from the total space around the automatically driven vehicle. The most important sensor functions are doubled.

Claims (4)

PATENT CLAIMS 1. Automatic control of land vehicles is characterized in that all mobility is managed without operator intervention and only carries out pre-defined tasks and various corrections in accordance with the program and assignment contained in the central control unit. 2. Automatic control of land vehicles is characterized by the fact that in automatic operation mode it is possible to switch to manual operation at any position and moment, or to perform the opposite action by switching from manual operation to automatic operation. 3. Automatic ground control is characterized in that the integrated actuator actuator controls two degrees of freedom with a neutral position identical for both basic actuator movements. Fig. 4: Automatic control of land vehicles is characterized in that in the event of release of the control unit 7 by manual control or interruption of the signal from the terminal block Γ7, a central return spring stabilizes the mobility state of the vehicle (i.e. direct drive, idle speed of the drive unit).