Patent Application
20230090455
The present disclosure relates to vehicle motion management for autonomous or semi-autonomous heavy-duty vehicles, i.e., coordinated control of motion support devices such as service brakes, propulsion devices and power steering. Although the invention is not restricted to a particular type of vehicle, it can be applied with advantage in autonomously operated heavy-duty vehicles such as trucks, buses, and in construction machines.
Modern heavy-duty vehicles may comprise autonomous drive (AD) systems and advanced driver-assistance systems (ADAS), enabling the vehicles to drive autonomously or semi-autonomously based on sensor information from onboard sensors like radar transceivers and vision-based sensors in combination with advanced signal processing algorithms.
However, an AD or ADAS system may encounter problems, such as various forms of malfunction and outage, that lead to loss of crucial signal processing functionality or important sensor information necessary for safely operating the vehicle. In such cases, a minimum risk maneuver may need to be executed in order to bring the vehicle to a safe state, such as a stationary position at the side of the road. Both the control actions comprised in the minimum risk maneuver and the configuration of the safe state depend on vehicle parameters such as the vehicle type and the vehicle speed, and on environmental factors such as road geometry and traffic situation. It is preferred that the vehicle is capable of executing the minimum risk maneuver even in a situation where the AD or ADAS system is no longer operational, and where significant parts of the vehicle control system is malfunctioning.
WO2020160860A1 discloses systems and methods for minimum risk maneuver planning and execution.
US 2019/064823 A1 discloses a system for monitoring the operation of AD and ADAS systems.
Still, there is a need for improved methods and systems for minimum risk maneuver execution.
It is an object of the present disclosure to provide improved systems and methods for minimum risk maneuver planning and execution. This object is at least in part obtained by a backup control unit for controlling motion of a heavy-duty vehicle during a minimum risk maneuver. The backup control unit is arranged to receive data indicative of a planned sequence of vehicle control commands from a main vehicle control unit. The backup control unit comprises a first vehicle model configured to map the planned sequence of vehicle control commands into a desired vehicle behavior and to obtain a measured vehicle behavior from one or more vehicle sensors. Furthermore, the back-up control unit is arranged to determine an adjusted sequence of vehicle control commands based on the planned sequence of vehicle control commands and on a deviation between the desired vehicle behavior and the measured vehicle behavior, and to transmit the adjusted sequence of vehicle control commands to a motion support device (MSD) control unit of the vehicle.
Communicating a planned minimum risk maneuver from the main vehicle control unit to the backup control unit in the form of a planned sequence of vehicle control commands, rather than e.g., in the form of a planned trajectory, has the advantage of simplifying the implementation of the backup control unit, as it removes the need for trajectory tracking functionality in the backup control unit.
By also including the first vehicle model in the backup control unit, it is possible to reduce the risk of undesired lateral and longitudinal movement that might accumulate during execution of the minimum risk maneuver. Steering errors can occur, e.g., due to changes in wind conditions or road banking or result from shifts in the steering system. For instance, relay linkages within the steering system are likely to move as the suspension of the vehicle travels up and down or rolls. Without continuous feedback regarding the state of the vehicle, these errors can accumulate during execution of the minimum risk maneuver and result in the vehicle not following the desired trajectory despite execution of the planned sequence of commands. By using the first vehicle model to find the desired vehicle state and comparing it to a measured vehicle state, deviations between the desired and measured state can be identified by the backup control unit and the planned sequence of vehicle control commands can be adjusted so that the desired vehicle state may be reached. Thus, a more robust minimum risk maneuver execution is obtained, which is able to account for at least some unexpected disturbance.
According to some aspects, the first vehicle model may be a static vehicle model, such as a yaw gain model. According to other aspects, the first vehicle model may be a dynamic vehicle model, such as a linear one-track model.
A static vehicle model is a vehicle model in which the output depends only on the input at that time, rather than also depending on previous inputs. Dynamic vehicle models yield outputs that depend also on past inputs, i.e., they can be said to have memory. Static vehicle models have the advantage of being simpler to implement, while dynamic vehicle models may give more accurate results under some circumstances.
The first vehicle model may be configured to output an expected state of the heavy-duty vehicle, where the expected state comprises any of a lateral position of a point on a vehicle unit of the heavy-duty vehicle, a lateral deviation from a desired trajectory of a point of the vehicle unit, a yaw rate, a lateral acceleration, a lateral velocity, a longitudinal position, a longitudinal acceleration, and a longitudinal velocity of the vehicle unit. Advantageously, this allows the backup control unit to determine a state of the vehicle that the planned sequence of vehicle control commands transmitted by the main vehicle control unit was intended to achieve. Also, control of states “in-between” vehicle units such as articulation angle and hitchpoint forces can be useful, e.g., to prevent jackknifing during a stop. A closed-loop controller with the vehicle model can solve multiple problems in order of importance, e.g., primarily maintain vehicle stability, and if this is achieved, then match the lateral movement as intended, and if this is also achieved then match the requested deceleration.
The first vehicle model may also be arranged to be aligned with a second vehicle model comprised in the main vehicle control unit. A second vehicle model comprised in the main vehicle control unit would generally be used to aid a trajectory planning and trajectory tracking functionality comprised in the main vehicle control unit by producing a planned vehicle state that can be expected to result from a planned vehicle control command. By aligning the first vehicle model with the second vehicle model, the desired vehicle state obtained from the planned sequence of vehicle control commands by the first vehicle model will more closely resemble the planned vehicle state obtained by the second vehicle model. Advantageously, this enables the backup control unit to more accurately determine the vehicle behavior that the planned sequence of vehicle control commands is intended to produce.
According to aspects, the first vehicle model may be aligned with the second vehicle model by exchange of a pre-determined number of model parameter values. The exchanged model parameter values may correspond to any of a mass of a vehicle unit of the vehicle, a yaw inertia of a vehicle unit, a tire stiffness, a road friction level, a longitudinal velocity, an axle load, a wheelbase, a coupling position, and a type of a vehicle unit. This has the advantage of ensuring that the first and second vehicle models use the same values for important vehicle parameters. According to other aspects, the first vehicle model may be arranged to be aligned with the second vehicle model by having one or more corresponding or identical states.
The planned sequence of vehicle control commands may comprise a planned sequence of steering angles. The planned sequence of steering angles may e.g. be represented as a sequence of vectors of steering angles for one or more steered axles of the heavy-duty vehicle or as a sequence of road wheel angles.
A planned sequence of steering angles comprised in the planned sequence of vehicle control commands may for example define a trajectory for the vehicle that results in the vehicle following the road rather than leaving the road, or a trajectory that leads to the vehicle occupying a position near the edge of the road to minimize the risk of blocking or otherwise interfering with other traffic.
The desired vehicle behavior and/or measured vehicle behavior can be represented by any of a lateral position of a point on a vehicle unit of the heavy-duty vehicle, a yaw rate of a vehicle unit, a lateral acceleration of a vehicle unit, a lateral velocity of a vehicle unit, and a body sideslip of a vehicle unit. Advantageously, this allows for obtaining the deviation between the measured vehicle behavior and the desired vehicle behavior e.g., by calculating the difference between the desired and measured value of any of the abovementioned parameters.
Generally, minimum risk maneuvers are triggered when systems such as autonomous drive (AD) and advanced driver support systems (ADAS), which may be configured in the main vehicle control unit, fail to operate reliably. Accordingly, the back-up control unit may be arranged to transmit the adjusted sequence of vehicle control commands to the MSD control unit of the vehicle in response to an activation signal. The activation signal may indicate a failure in the operation of the main vehicle control unit. This has the advantage that the adjusted sequence of vehicle control commands is only transmitted to the MSD control unit when there is a need to perform a minimum risk maneuver. It is appreciated that the term MSD control unit is to be interpreted broadly herein to comprise any vehicle control unit arranged to control one or more MSDs on the vehicle.
During a minimum risk maneuver, it may be advantageous to lower the speed of the vehicle, or have it stop completely. Therefore, the adjusted sequence of vehicle control commands may further comprise a deceleration command configured to slow down and/or to stop the heavy-duty vehicle.
The object is also achieved at least in part by a system for controlling motion of a heavy-duty vehicle. The system comprises a backup control unit as described above, and a main vehicle control unit configured with a trajectory tracking function arranged to track a desired vehicle trajectory. The main vehicle control unit is also configured with a second vehicle model arranged to model a response by the vehicle to a requested steering command. The main vehicle control unit is arranged to generate a momentary vehicle control command and a planned sequence of vehicle control commands, and to transmit the momentary vehicle control command to a motion support device (MSD) control unit and to transmit the planned sequence of vehicle control commands to the backup control unit. The system further comprises an MSD control unit arranged to receive a vehicle control command. This system is associated with the same advantages as previously described in relation to the backup control unit.
There is also herein disclosed a computer-implemented method performed in a backup control unit for controlling motion of a heavy-duty vehicle during a minimum risk maneuver. The heavy-duty vehicle comprises a main vehicle control unit arranged to generate a planned sequence of vehicle control commands and an MSD control unit arranged to receive a vehicle control command. The method comprises configuring a first vehicle model in the backup control unit and receiving a planned sequence of vehicle control commands from the main vehicle control unit. The method also comprises mapping the planned sequence of vehicle control commands into a desired vehicle behavior using the first vehicle model, obtaining a measured vehicle behavior from a plurality of sensors, and determining an adjusted sequence of vehicle control commands based on the planned sequence of vehicle control commands and on a deviation between the desired vehicle behavior and the measured vehicle behavior. Finally, the method comprises sending the adjusted sequence of vehicle control commands to the MSD control unit.
The methods disclosed herein are associated with the same advantages as discussed above in connection to the different apparatuses. There is also disclosed herein computer programs, computer program products, and control units associated with the above-mentioned advantages.
Generally, all terms used in the claims are to be interpreted according to their ordinary meaning in the technical field, unless explicitly defined otherwise herein. All references to “a/an/the element, apparatus, component, means, step, etc.” are to be interpreted openly as referring to at least one instance of the element, apparatus, component, means, step, etc., unless explicitly stated otherwise. The steps of any method disclosed herein do not have to be performed in the exact order disclosed, unless explicitly stated. Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following description. The skilled person realizes that different features of the present invention may be combined to create embodiments other than those described in the following, without departing from the scope of the present invention.
The present disclosure will now be described in more detail with reference to the appended drawings, where:
Aspects of the present disclosure will now be described more fully with reference to the accompanying drawings. The different devices and methods disclosed herein can, however, be realized in many different forms and should not be construed as being limited to the aspects set forth herein. Like numbers in the drawings refer to like elements throughout.
The terminology used herein is for describing aspects of the disclosure only and is not intended to limit the invention. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise.
It is appreciated that the herein disclosed methods and control units can be applied with advantage also in other types of heavy-duty vehicles, such as trucks with drawbar connections, construction equipment, buses, and the like. The vehicle 100 may also comprise more than two vehicle units, i.e., a dolly vehicle unit may be used to tow more than one trailer.
The tractor 110 comprises a vehicle control unit (VCU) 130 for controlling various kinds of functionality, i.a. to achieve propulsion, braking, and steering. Some trailer units 120 also comprise a VCU 140 for controlling various functions of the trailer, such as braking of trailer wheels, and sometimes also trailer wheel propulsion and steering. The VCUs 130, 140 may be centralized or distributed over several processing circuits, often referred to as electronic control units (ECU). Parts of the vehicle control functions may also be executed remotely, e.g., on a remote server 190 connected to the vehicle 100 via wireless link 180 and a wireless access network 185.
The VCU 130 on the tractor 110 (and possibly also the VCU 140 on the trailer 120) may be configured to execute vehicle control methods which are organized into different control functions. With reference to
Other functionality may be comprised in a backup control unit 280. In particular, the backup control unit 280 may be arranged to control the vehicle under circumstances where the AD and/or ADAS functionality of the main vehicle control unit 270 is unable to operate. Such circumstances may occur e.g., due to errors within the control unit, power outage, or due to malfunction in sensors such as radar, lidar and cameras which provide the AD and/or ADAS functionality with information about the surrounding environment. To handle such situations, AD and/or ADAS functionality is often arranged to determine and continually update a planned minimum risk maneuver that can be executed by the backup control unit 280 to bring the vehicle to a safe state if the AD and/or ADAS functionality stops working. The minimum risk maneuver may be transmitted to the backup control unit 280 in the form of a planned trajectory, or in the form of a sequence of vehicle control commands. One example of a simple minimum risk maneuver is that the vehicle maintains the planned curvature but slows down in a controlled manner in order to bring the vehicle to a halt. Other, more advanced, minimum risk maneuvers are of course also possible. Generation of minimum risk maneuvers is generally known and will not be discussed in more detail herein.
Transmitting the minimum risk maneuver from the main vehicle control unit 270 to the backup control unit 280 in the form of a sequence of vehicle control commands such as a time sequence of steering angles and deceleration requests, has the advantage of simplifying the implementation of the backup control unit 280, as it removes the need for a trajectory tracking functionality in the backup control unit 280. The back-up control unit may, in a low complexity implementation, be realized as a data buffer which is arranged to feed out the sequence from memory in case of some fault condition. However, without continuous feedback regarding the state of the vehicle 100, there is a risk that the planned sequence of vehicle control commands will not result in the required minimum risk maneuver. As an example, unforeseen steering errors can occur due to shifts in side wind or road banking or result from shifts in the steering system. For instance, relay linkages within the steering system are likely to move as the suspension of the vehicle travels up and down or rolls. Errors may also be incurred from modelling errors in the main control unit 270. Over the course of a minimum risk maneuver, such errors may accumulate and potentially increase the risk of the maneuver. This problem can be mitigated if the backup control unit 280 is able to adjust the sequence of vehicle control commands to reflect a present state of the vehicle 100.
To improve the execution of the minimum risk maneuver, the backup control unit 280 may comprise functionality for actively controlling motion of the heavy-duty vehicle 100 during the minimum risk maneuver. The backup control unit 280 is arranged to receive data indicative of a planned sequence of vehicle control commands 276 from a main vehicle control unit 270. It also comprises a first vehicle model 281 configured to map the planned sequence of vehicle control commands 276 into a desired vehicle behavior. Furthermore, the backup control unit 280 is arranged to obtain a measured vehicle behavior from one or more vehicle sensors 290 and to determine an adjusted sequence of vehicle control commands 285 based on the planned sequence of vehicle control commands 276 and on a deviation between the desired vehicle behavior and the measured vehicle behavior. The backup control unit 280 is also arranged to transmit the adjusted sequence of vehicle control commands 285 to a motion support device, MSD, control unit 230 of the vehicle 100.
The vehicle sensors 290 may be the same sensors as used by the main vehicle control unit, or at least in part another set of sensors. By adding redundancy in the vehicle sensor systems, such that the backup control unit has access to sensor information even if the main sensor systems on the vehicle fail, a more robust system is provided.
The first vehicle model 281 is arranged to model vehicle behavior in response to a given set of vehicle control commands, such as a sequence of steering angles or deceleration/acceleration commands. The first vehicle model 281 may be a static vehicle model, such as a yaw gain model, or a dynamic vehicle model, such as a linear one-track model. Generally, a vehicle model is classified as dynamic if its behavior at a given instant depends not only on the present inputs but also on the past inputs. A dynamic model is said to have memory or inertia. A dynamic system is most often described by one or several differential equations, one or several difference equations, one or several algebraic equations with a time lag. In a static vehicle model, the state and the output at a given instant depends only on the input at this instant. The relation between the input and the output is then given by one or several algebraic equations. Both static and dynamic vehicle models are previously known and will therefore not be discussed in more detail herein.
The first vehicle model 281 is thus arranged to model the vehicle behavior in response to a control command in the planned sequence of vehicle control commands 276, which results in data representing an expected state of the vehicle 100 if the vehicle control command was executed. The first vehicle model 281 may be configured to output this expected state of the heavy-duty vehicle 100. The expected state may comprise any of a lateral position of a point on a vehicle unit 110, 120 of the heavy-duty vehicle 100, a lateral deviation from a desired trajectory of a point of the vehicle unit 110, 120, a yaw rate, a lateral acceleration, a lateral velocity, a longitudinal position, a longitudinal acceleration, and a longitudinal velocity of the vehicle unit 110, 120.
The expected state of the vehicle 100 output by the first vehicle model in response to the planned sequence of vehicle control commands 276 corresponds to a desired vehicle behavior during a planned minimum risk maneuver. This desired vehicle behavior may then be compared to a measured vehicle behavior obtained from at least one sensor 290. The desired vehicle behavior and/or the measured vehicle behavior may be represented by any of a lateral position of a point on a vehicle unit 110, 120 of the heavy-duty vehicle 100, a yaw rate of a vehicle unit 110, 120, a lateral acceleration of a vehicle unit 110, 120, a lateral velocity of a vehicle unit 110, 120, and a body sideslip of a vehicle unit 110, 120.
The at least one sensor 290 may for example be a speed sensor, a steering angle sensor, or an accelerometer arranged to measure lateral and/or longitudinal acceleration. In particular, the steering angle of a heavy-duty vehicle steering system may be measured inside the electronic power steering motor and/or by a separate steering angle sensor.
Comparing the desired and measured vehicle behaviors may comprise calculating a difference between the desired and measured values of e.g., the yaw rate, body sideslip, lateral or longitudinal velocity, lateral or longitudinal acceleration, or lateral position of the vehicle 100.
A system 200 for controlling motion of a heavy-duty vehicle 100, as shown in
AD and ADAS systems and methods normally base vehicle control on some form of path following or trajectory tracking algorithm. The control system 200 first determines a desired path to be followed by the vehicle, e.g., based on a current transport mission, together with map data indicating possible routes to take in order to navigate the vehicle from one location to another. Path following is the process concerned with how to determine vehicle speed and steering at each instant of time for the vehicle to adhere to a certain target path to be followed. There are many different types of path following algorithms available in the literature, each associated with its respective advantages and disadvantages.
Pure pursuit is a well-known path following algorithm which can be implemented with relatively low complexity. It is described, e.g., in “Implementation of the pure pursuit path tracking algorithm”, by R. C. Coulter, Carnegie-Mellon University, Pittsburgh Pa. Robotics INST, 1992. The algorithm computes a set of vehicle controls, comprising steering angle, by which the vehicle moves from its current position towards a point at a predetermined “preview” distance away along the path to be followed. The pure pursuit methods cause the vehicle to “chase” a point along the path separated from the vehicle by the preview distance, hence the name.
Vector field guidance is another path following algorithm which instead bases the vehicle control on a vector field, which vector field is also determined based on a preview distance or look-a-head parameter. Vector field guidance methods were, e.g., discussed by Gordon, Best and Dixon in “An Automated Driver Based on Convergent Vector Fields”, Proc. Inst. Mech. Eng. Part D, vol. 216, pp 329-347, 2002.
During both trajectory planning and trajectory tracking, it is helpful to be able to predict the response of the vehicle to a given control input, such as an applied steering wheel angle, in order to more closely follow a desired vehicle trajectory. Thus, the trajectory function 271 aided by the second vehicle model 272 generates a momentary steering request 275, which is transmitted to the MSD control unit 230 under normal operation, and a planned sequence of vehicle control commands 276 representing a minimum risk maneuver that is transmitted to the backup control unit 280. The planned sequence of vehicle control commands 276 then corresponds to a planned vehicle state predicted by the second vehicle model 272. The second vehicle model 272 may be a static vehicle model, such as a yaw gain model or a dynamic vehicle model, such as a linear one-track model.
The first vehicle model 281 may be arranged to be aligned 277 with the second vehicle model 272 comprised in the main vehicle control unit 270. This has the advantage that the expected vehicle state and desired vehicle behavior produced by the first vehicle 281 will more closely correspond to the planned vehicle state generated by the second vehicle model 272. To align the different models, the two models may be arranged to perform a handshake procedure where they exchange and negotiate model parameters related to the vehicle, and potentially also a vehicle state space.
For instance, the main vehicle control unit 270 may be in possession of vehicle data such as gross cargo weight and other dynamic properties of the vehicle 100, which it then shares with the first vehicle model 281 in order to align the two models with each other. This alignment can be performed as the vehicle is powered up and can also be periodically updated. For instance, the first and second vehicle models may be continuously updated with vehicle data such as estimated tire wear, the state of the suspension of the vehicle, and the different capabilities of the motion support devices on the vehicle.
Thus, the first vehicle model 281 may be arranged to be aligned with the second vehicle model 272 by exchange of a pre-determined number of model parameter values. The exchanged model parameter values may correspond to any of a mass of a vehicle unit 110, 120 of the vehicle 100, a yaw inertia of a vehicle unit 110, 120, a tire stiffness, a road friction level, a longitudinal velocity, an axle load, a wheelbase, a coupling position, and a type of a vehicle unit 110, 120. Optionally, the first vehicle model 281 may also be arranged to be aligned with the second vehicle model 272 by having one or more corresponding or identical states.
The control commands in the planned sequence of control commands 276 are arranged to be carried out in sequence in order to cause the vehicle to execute a desired minimum risk maneuver. This may require the control commands to be executed at specific times relative to each other, so that each control command is separated in time from the previous control command by a time interval.
According to some aspects, the time interval may be a pre-determined fixed time interval. Data indicating the time interval may be available to the main vehicle control unit 270 and the backup control unit 280. In this case, the backup control unit 280 may be arranged to transmit the adjusted sequence of vehicle control commands 285 to the MSD control unit 230 one at a time, at intervals corresponding or even equal to the pre-determined time interval. The time interval may also be available to the MSD control unit 230, in which case the MSD control unit 230 may be arranged to receive a sequence of multiple commands at once and execute them at intervals corresponding to the pre-determined time interval.
According to other aspects, the time interval may be a variable time interval that is set in dependence of a state of the vehicle in a pre-determined manner. A state of the vehicle could here be a vehicle speed or a road to wheel angle of at least one steered axle. The variable time interval may for example be determined by the main vehicle control unit 270 and transmitted to the backup control unit 280 along with the planned sequence of vehicle control commands 276. The backup control unit 280 may then transmit the adjusted sequence of vehicle control commands to the MSD control unit 230 one at a time, at intervals corresponding to the variable time interval. Alternately, the MSD control unit 230 may be arranged to receive the adjusted sequence of vehicle control commands and data indicating the variable time interval, and to execute the sequence to vehicle control commands at intervals equal to the variable time interval. Optionally, the backup control unit 280 may be arranged to determine an adjusted variable time interval in dependence of the deviation between the desired and measured vehicle behavior.
The planned sequence of vehicle control commands 276 may comprise a planned sequence of steering angles. Herein, if nothing else is explicitly stated, a steering angle is defined as an average road to wheel angle of a steered axle, i.e., accounting for road wheel angle differences of the two steered wheels of a steered axle due to Ackermann geometries and the like. It is furthermore appreciated that wheels may be individually steerable in some vehicle designs, i.e., the two wheels of a steered axle may be possible to steer independently of each other and may also comprise independently actuated wheel-end electric motors.
According to aspects, the planned sequence of steering angles may be a sequence of vectors of steering angles for one or more steered axles of the heavy-duty vehicle 100. According to other aspects, the planned sequence of steering angles may correspond to a sequence of road wheel angles.
The functionality 300 for instance comprises control of steering angle δ via the power steering arrangement 330. The MSD control unit 230 receives information related to the current steering angle, either directly from an optional steering angle sensor 360 or indirectly via a model of steering angle as function of steering angle control input generated by the MSD control unit 230.
During operation of the vehicle, both the main vehicle control unit 270 and the backup control unit 280 may generate vehicle control commands that can be sent to the MSD control unit 230. According to some aspects, the system may be arranged such that either the main vehicle control unit 270 or the backup control unit 280 may send a vehicle control command, but both control units cannot send a vehicle control command simultaneously.
In this case, the back-up control unit 280 may be arranged to only transmit the adjusted sequence of vehicle control commands 285 to the MSD control unit 230 of the vehicle in response to an activation signal. The activation signal may indicate a failure in the operation of the main vehicle control unit 270.
As an example, the switch 231 may be arranged so that the main vehicle control unit 270 can send commands, such as the momentary vehicle control command 275 mentioned above, to the MSD control unit 230 under normal operation. The switch 231 may then be arranged to shift so that the backup control unit 280 can send commands to the MSD control unit in response to an activation signal. The activation signal may be sent by the main vehicle control unit 270 when there is a failure in the operation of the main vehicle control unit 270 that necessitates the execution of a minimum risk maneuver. The activation signal may also be sent by the backup control unit 280, e.g., if the main vehicle control unit stops transmitting the planned sequence of vehicle control commands 276 or transmits a fault signal.
According to other aspects, both the main vehicle control unit 270 and the backup control unit 280 may send vehicle control commands to the MSD control unit 230. In this case, the MSD control unit 230 may be arranged to select which vehicle control command to execute. The MSD control unit 230 may for example be arranged to also receive a fault signal indicating a failure in the operation of the main vehicle control unit 270, and to select a vehicle control command to execute in dependence of the fault signal.
The MSD control unit 230 may also be arranged to detect an error in the received vehicle control commands, e.g., if the main vehicle control unit 270 transmits the same vehicle control commands multiple times or if the difference between vehicle control commands received from the main vehicle control unit 270 and from the backup control unit 280 exceeds an error threshold. In this case, the MSD control unit 230 may select a vehicle control command to execute in dependence of the detected error. I guess you can detect very severe errors (e.g., the steering value from the main unit jumps to maximum), as main and backup should be consistent at any time, they're just allowed to deviate looking ahead. For instance, if the main controller steering input saturates, or if the main controller input risks vehicle stability, then the vehicle control commands from the backup unit can be selected instead of the control input from the main vehicle controller.
You could also look at other stability measures, like if you go 80 kph, steering angles above 10 degrees at the wheel (just an example) are dangerous.
In scenario 420, the vehicle 100 follows a curved road according to a trajectory 421. Here, a minimum risk maneuver may comprise continuing along the trajectory 421 in order to prevent the vehicle from leaving the road.
In both scenario 410 and 420, the vehicle may also decelerate as the minimum risk maneuver is performed, eventually coming to a stop. In general, the adjusted sequence of vehicle control commands 285 may comprise a deceleration command configured to slow down and/or to stop the heavy-duty vehicle 100.
Furthermore, with reference to
Particularly, the processing circuitry 610 is configured to cause a control unit to perform a set of operations, or steps, such as the methods discussed in connection to
The storage medium 620 may also comprise persistent storage, which, for example, can be any single one or combination of magnetic memory, optical memory, solid state memory or even remotely mounted memory.
The control unit 130, 140 may further comprise an interface 630 for communications with at least one external device. As such the interface 630 may comprise one or more transmitters and receivers, comprising analogue and digital components and a suitable number of ports for wireline or wireless communication.
The processing circuitry 610 controls the general operation of the control unit 130, 140, e.g., by sending data and control signals to the interface 630 and the storage medium 620, by receiving data and reports from the interface 630, and by retrieving data and instructions from the storage medium 620. Other components, as well as the related functionality, of the control node are omitted in order not to obscure the concepts presented herein.
| Number | Date | Country | Kind |
|---|---|---|---|
| 21197733.5 | Sep 2021 | EP | regional |
