As early as the outbreak of the Second World War (later in the 1920s), the Soviet Red Army began to apply remote control technology to tank and armored vehicles. Soviet Red Army Marshal Tukhachevsky insisted that the future war will be a motorized war, and there may even be a possibility of robotic warfare. In 1927, the Soviet Academy of Military Electronic Technology began to conduct pre-research on the remote control technology of the T-18 light tank (theoretical level), and the Soviet Central Cable Communication Laboratory carried out the modification of the remote control technology (technical level).
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After the outbreak of the Sufen War in the 1940s, the Soviet Army had modified or produced the T-18, T-26, TT-TY, and BT-7 series of remote-controlled tanks equipped with the "Top Secret Technology-VI" system, and extended the mine-sweeping , anti-chemical, investigation and other reforms and actual combat theory. In the Sufen War that broke out in 1940, the T-26 series of remote control (manipulation) tanks had already formed a war.
Also before World War II, the Germans had developed remote-controlled armored vehicles for anti-tank and anti-mine. In the Normandy anti-landing operation, the Germans also used hundreds of remote-controlled tanks to deal with the tanks that the Allies landed. In Sevastopol, in Kursk, in the Italian battlefield, in Normandy, there is a record of their participation in the war.
The strategy of the German anti-tank remote-armored vehicle, which is almost identical to the Soviet-style "top-secret technology-VI" remote control mode, is based on a human-controlled radio transmission technology. Subject to the limitations of the times, the remote control distance of these technical equipment will not exceed 7 kilometers (the transmission distance can reach 19 kilometers, subject to the visual manipulation distance), so in the actual battle, the controller approaches the target or drives the tank. The remote control target is called a remote control tank.
Because of technical restrictions, the German, Soviet, US military and Japanese military remote control equipment did not achieve remarkable results. From the end of World War II to the 1960s, unmanned driving and intelligent control technology have been still concerned by the military in various countries, but the scope of technology research and development that has been carried out has been extended to the field of hegemony in the US and the Soviet Union. Regardless of the Apollo mission to the moon in the United States or the feat of the Soviet Union's Gagarin around the Earth, remote automatic control or even intelligent control technology is indispensable. Even the development of all-electric propelled lunar rover has been sought after by many media and enthusiasts.
From the 1960s to the 2010s, major car manufacturers have undergone too many technological improvements and changes in multiple energy applications. The only civilian vehicle application with driverless and intelligent control technology was able to achieve conditional implementation of the Tesla MODEL S-type electric vehicle until late 2015. The control system was upgraded to the 7.0 version of the Tesla Model S. After the front and rear cameras and monitoring radars were added, the commercialization of the driverless and automatic parking functions on the highway was realized.
In fact, since 2013, China's major car manufacturers have also begun limited research and development of driverless and intelligent control. Earlier in 2012, Changan Automobile (with Changan Industrial, affiliated to China Ordnance Industry Group) and Tsinghua University collaborated on the civilian application of driverless and intelligent control technology.
Based on the Changan Yuexiang (traditional power) car, it is equipped with a video surveillance camera, three precision-grade millimeter-wave radars, a GPS positioning system and a high-precision map for unmanned driving including high-speed and urban road conditions. According to different control strategies, a limited number of actual road tests are conducted.
The picture above shows the GPS positioning antenna and sensor close-up of the driverless version of the Changan Yuexiang roof.
The Changan CS75 four-wheel drive version, which was launched in October 2015, is equipped with a lane departure warning system and a blind spot monitoring system. This is also the first commercial car with a basic intelligent driving system launched by a self-owned brand car factory. The initial level of intelligent driving was achieved by the addition of millimeter-wave radar, modified ABS, EMS, EPB systems and body control modules.
According to Changan Automobile's internal intelligent driving and unmanned control research and development plan: from 2013 to 2025, it is divided into four stages, from the initial level of driving assistance (one stage), semi-automatic driving (two stages), and highly automatic driving (three Stage), until the real meaning of driverless (four stages).
The lane departure warning system (LDW), line assist system (LCA) and guided parking system of the Changan CS75 four-wheel drive version constitute the first stage of the Changan planning. Urban Automatic Emergency Brake (AEB-C), High Speed ​​Adaptive Cruise (ACC), Intercity Automatic Emergency Brake (AEB-I), Full Speed ​​Adaptive Cruise (ACC-SG), Automatic Parking Assistance (APA) and Pedestrian Auto The Emergency Brake (AEB-P) system is undergoing actual road conditions testing in both urban and high speed conditions.
In April 2016, Changan Ruiyi, equipped with driverless and intelligent control system, will travel to Beijing from Chongqing in an “unmanned†state via a number of expressways, with a total mileage of more than 2,000 kilometers from south to north. I am fortunate to have seen this unmanned system developed by Changan Automobile at Changan Automobile Beijing Base.
From the appearance, it is almost impossible to distinguish the difference between the test car and the production car.
The driverless version of the Core Powertrain still uses the gasoline engine and automatic transmission of the production car.
The intake grille at the lower end of the driverless version of the front bumper was removed to accommodate a set of German SICK LMS series wide-format 3D laser radars. This system uses Ethernet to transmit real-time high-definition signals, which can be used in outdoor harsh climates. It uses multiple echo technology to detect 20-80 meters in front and 190-270 degrees in vehicles and pedestrians. It has IP67 protection level (currently available for sale). The control system of the electric vehicle is equivalent in protection level), and the internal integrated heater responds to the heating system of the bad weather.
The driverless version of the Ruihao test car only "retains" the GPS positioning antenna and communication antenna than the Qinghua version of Yuexiang's roof.
The driverless version of the video surveillance camera of the driverless version is fixed at a higher position on the inner side of the front windshield (in order to have a higher and larger observation field).
The real control system (hardware part) is “temporarily†installed in the trunk, and the control system with obvious test features is almost all manufactured and installed by Changan Research Institute.
In the subsequent test ride, Chang Yu Automotive Research Institute chief engineer Li Yusheng (project leader) explained the author. During the first test drive, Chief Engineer Li sat in the driver's seat to “detect†the unmanned state. Due to the manufacturer's regulations, the person in charge must be on standby during the test drive to cope with accidents such as loss of control of the vehicle.
After a round of testing, Li’s work in the co-driver’s seat began a new round of demonstrations.
The driverless version of the smart start and brake, all controlled by a handheld device through the application software.
During the test ride, Ruichi's automatic driving speed exceeded 40 km/h. Around the Changan Automobile Exhibition Center (near the square route), steering, acceleration, deceleration, crossroads judged traffic lights, followed by the car slowly and surpassed Bypass, and avoid pedestrians (zebra crossing) and other actions.
From the perspective of the outside of the car, the autopilot system controls the vehicle attitude almost as much as the manned state. At present, this unmanned version of Ruichi matches the high-definition map collected by Changan itself. It is possible to detect and determine the own motion (acceleration, deceleration, stop) for the vehicle in front (the 270-degree angle) and the pedestrian (moving or stationary), and even return to the starting point to automatically return the vehicle (keeping the positive wheel positive).
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