• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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  • 优先权
    • 专利摘要:
    this disclosure refers generally to autonomous commercial vehicles. in one respect, disclosure provides a method for controlling a commercial road vehicle. the method includes detecting a failure of a first component based on a first signal from a first sensor. the method also includes the classification, by an automatic activation system in the vehicle, of the severity of the component failure. the method also includes the determination to stop the vehicle if the gravity exceeds a severity level of the limit. the method also includes determining an emergency stop distance based on the gravity and the current moment of the vehicle. the method also includes determining a stop location within the emergency stop distance. the method also includes stopping the vehicle at the stop location. the present disclosure also provides an autonomous commercial vehicle and an emergency control system to execute the method.
    公开号:BR112019003150B1
    申请号:R112019003150-2
    申请日:2017-08-03
    公开日:2020-06-02
    发明作者:Wesley M. Mays；Wesley M Mays
    申请人:Omnitracs, Llc；
    IPC主号:
    专利说明:

    EMERGENCY STOP FOR AUTONOMOUS COMMERCIAL VEHICLES CROSS REFERENCE TO RELATED ORDER
    [001] This application claims the benefit of Patent Application No. US 15 / 239,547, entitled “EMERGENCY STOPPING FOR AUTONOMOUS COMMERCIAL VEHICLES and filed on August 17, 2016, which is expressly incorporated by reference here in its entirety.
    BACKGROUND
    [002] This disclosure generally refers to autonomous commercial vehicles.
    [003] Although research is underway to develop autonomous vehicles, much of the research was directed at autonomous passenger vehicles. Passenger vehicles, however, share roads and highways with commercial vehicles that transport goods. Commercial vehicles include, for example, trucks and tractor-trailers, which operate mainly on highways and other high-quality roads.
    [004] Commercial vehicles, in particular, tow tractors, differ from passenger vehicles not only in size, but also in mechanical operation, as well as in typical uses. Commercial vehicles, often referred to by people outside the industry as trucks, are often described and viewed as functioning in the same way as a car.
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    2/56 passengers. This mindset may be due to the fact that a pick-up truck is classified as roughly the same as a passenger car in terms of licensing and regulatory matters and the word truck is applied to commercial vehicles and pick-up trucks with casual abandon. While it is true that both a passenger car and a commercial vehicle do, in fact, serve the same function, that is, both transport cargo from one location to another. Freight in a passenger car is human cargo, while in a commercial vehicle it is material cargo. The similarity at that junction ends. Passenger vehicles (and pick-up trucks) are responsible for the relatively short delivery of the driver (and sometimes some passengers) from one location to another with little or no advance notice, planning or logistics involved.
    [005] Commercial vehicles, on the other hand, are
    commissioned (or whether paid) to deliver dozens in thousands of pounds load from a location for other with schedules demanding windows narrow for collect and delivery, Limits regulatory in time in travel, and
    conflicting priorities. An autonomous commercial vehicle lacks a full-time human driver, who would normally perform these tasks.
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    3/56
    [006]
    In view of the above, there is a need for improvements for autonomous commercial vehicles.
    SUMMARY
    [007]
    The following is a simplified summary of one or more aspects of the invention, in order to provide a basic understanding of such aspects. This summary is not a comprehensive overview of all aspects covered, and is not intended to identify key or critical elements of all aspects, nor to outline the scope of any or all aspects. Its purpose is to present some concepts of one or more aspects in a simplified way as a prelude to the more detailed description that is presented later.
    [008] In one aspect, disclosure provides a method for controlling a commercial road vehicle. The method includes detecting a failure of a first component based on a first signal from a first sensor. The method also includes the classification, by an automatic drive system in the vehicle, of the severity of the component failure. The method also includes the determination to stop the vehicle, by the automatic activation system on the vehicle, if the gravity exceeds a threshold severity level. The method also includes the determination of an emergency stopping distance, by the automatic activation system in the vehicle, based on gravity and moment
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    Vehicle's current 4/56. The method also includes the determination, by the automatic activation system in the vehicle, of a stop location within the emergency stop distance. The method also includes stopping the vehicle, by the automatic drive system on the vehicle, at the stopping location.
    [009] In another aspect, the disclosure provides an autonomous commercial road vehicle. The autonomous commercial road vehicle includes a plurality of sensors that monitor each of the respective components of the vehicle. The autonomous commercial road vehicle also includes a data bus that carries reported signals from the plurality of sensors. The autonomous commercial road vehicle also includes a memory and a processor communicatively coupled to the data bus and memory. The processor is configured to detect a failure of a first component based on a first signal from a first sensor of the plurality of sensors. The processor is further configured to classify the severity of the component failure. The processor is also configured to stop the vehicle if the gravity exceeds a severity limit. The processor is further configured to determine an emergency stop distance based on the gravity and the current moment of the vehicle. The processor is also
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    5/56 configured to determine a stop location within the emergency stop distance. The processor is also configured to control one or more vehicle components to stop the vehicle at the stop location.
    [0010] These and other aspects of the invention will become more fully understood through a review of the detailed description that follows.
    BRIEF DESCRIPTION OF THE DRAWINGS
    [0011] FIG. 1 is a schematic diagram illustrating a commercial vehicle including an automatic drive system.
    [0012] FIG. 2 is a diagram schematic illustrating possible locations in emergency stop. [0013] FIG. 3 is one flowchart that illustrates a determination method for stop a vehicle.
    [0014] FIG. 4 is a flow chart illustrating a method of stopping a vehicle.
    DETAILED DESCRIPTION
    [0015] The detailed description presented below in connection with the attached drawings is intended to be a description of various configurations and is not intended to represent the only configurations in which the concepts described here can be practiced. The detailed description includes specific details for the purpose of providing a complete understanding of various concepts. However, it will be evident
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    6/56 for people skilled in the art that these concepts can be practiced without these specific details. In some cases, well-known components are shown in the form of a block diagram to avoid obscuring such concepts.
    [0016] One of the most important tasks that a human driver performs in a commercial vehicle, for example, a tractor-trailer, is to safely stop the commercial vehicle in the event of a problem. In the event of an obstruction in the path of a commercial vehicle, failure to stop the vehicle safely can result in a collision. The weight and momentum of a commercial vehicle can result in significant damage in the event of a collision. Even when the vehicle's path is not obstructed, several events can result in the need to stop the commercial vehicle. The commercial vehicle must not only stop safely, but must also be able to clear the runway and / or resume navigation along a route, if possible.
    [0017] On the other hand, there is some risk involved in stopping a commercial vehicle. For example, due to the inertia of a moving commercial vehicle, stopping distances are longer than for smaller, lighter passenger vehicles. In addition, in the case of commercial vehicles, such as tractor-trailers, an emergency stop can cause the tractor-trailer to
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    7/56 articulation between the tractor and the trailer. Among other problems, the chassis can cause the trailer to inadvertently enter an adjacent lane and cause damage to additional vehicles. In addition, retrieving a tractor from a pocketknife position may require the use of emergency equipment. In some cases, instead of making a dramatic stop, it may be more desirable for a commercial vehicle to keep the moment and head to a safe stop location.
    [0018] In one aspect, a commercial vehicle can determine whether an emergency stop is required based on a plurality of sensors. The commercial vehicle can detect an emergency situation, such as component failure based on a first sensor and confirm the emergency situation using a second sensor selected based on detection by the first sensor. The commercial vehicle can assess the severity of the emergency and determine an appropriate stopping procedure for the specific emergency. For example, the commercial vehicle can determine whether the emergency situation is a critical failure that requires an emergency stop to be performed. In one aspect, an emergency stop can include immediate fuel extraction from the engine and / or changing the transmission to neutral, thereby preventing the driving force from being applied through the driving wheels. In another aspect,
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    8/56 the transmission can be shifted to a lower gear, such that the engine can resist the movement of the vehicle.
    [0019] FIG. 1 illustrates an example of an autonomous commercial vehicle 100 including an automatic drive system 130. The autonomous commercial vehicle 100 includes a tractor 110 and a trailer 120. It should be appreciated that, in one aspect, the autonomous commercial vehicle 100 may be a truck which does not includes separate tractor and trailer, in which case the components discussed below are located in the corresponding portions of the truck, for example, tractor 110. Tractor 110 includes the drive components of the autonomous commercial vehicle 100. For example, tractor 110 includes a engine, transmission, fuel tank 112, steering tires 114, and motorized tires 116. Tractor 110 also includes the automated drive system 130, which can allow tractor 110 to be operated autonomously (for example, without a human driver) for at least some parts of the tractor 110 operating time.
    [0020] Trailer 120 can be separated from tractor 110. Trailer 120 generally includes a large cargo area for storing cargo supported by multiple sets of trailer wheels 124, 126. As illustrated, trailer 120 includes two sets of wheels towing
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    9/56
    124, 126 located at the rear of the trailer. In some embodiments, trailer 120 is a wagon that includes one or more additional sets of front wheels. The cargo area can include a flat bed, container or refrigerated container (reefer). Trailer 120 may include a refrigeration unit 122. Trailer 120 does not include its own driving system. Instead, trailer 120 is coupled to tractor 110 and pulled by tractor 110. However, trailer 120 can include a number of features that aid in driving and can be controlled by the automatic drive system 130. Tractor 110 can be operated with different trailers, then these features may be optional. For example, trailer 120 may include a brake system, such as an air brake system that brakes the wheels of trailer 126. Sensors can be connected to each of the wheels of trailer 126 and / or the associated brake system for providing a state of each of the trailer wheels 126. The trailer 120 may also include sensors, such as rear-facing radar, Lidars or cameras. In addition, trailer 120 can be connected to a tractor data bus 110, such that any of the components or sensors of trailer 120 can provide data for tractor 110 and automatic drive system 130.
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    [0021] The automatic drive system 130 includes a plurality of sensors and controllers under the control of one or more processors 136 via instructions and / or corresponding data stored in memory 138. For example, an emergency controller 134 can be implemented by processor 136 and memory 138 and can control other components of the automatic drive system 130. The automatic drive system 130 generally replaces the tractor driver 110, but it can also allow control and manual override of the tractor 110. As used here, the “driverless” refers to a state in which the automatic drive system 130 controls the autonomous commercial vehicle 100 without the entry of a human driver. According to the present aspects, the automatic drive system 130 can be conceptually divided into input systems 140,
    systems in decision 170 and systems of control 180. The systems in input 140 may include, but are not limited The, system in radar 141, system of telephony 142, system of vision 144, , system of Communication of short
    dedicated range (DSRC) 146, global positioning system (GPS) 148, as well as vehicle sensors 150. Decision systems 170 generally determine how the autonomous commercial vehicle 100 should respond to entry systems. Decision systems 170 include a system
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    11/56 adaptive cruise control (ACC) 172, route control system 174 and lane control system 176. Control systems 180 convert control system decisions into autonomous commercial vehicle 100 controls. For example, control systems 180 include brake control system 182, acceleration control system 184, electronic steering system 186 and transmission control system 188. The components of the automatic drive system 130 can be coupled via a data bus 132.
    [0022] The automatic drive system 130 may also include an emergency controller 134. Emergency controller 134 may be implemented by processor 136 and memory 138 or may include a separate processor and memory storing executable instructions for detecting and responding to situations of emergency. Emergency controller 134 can be coupled to data bus 132 and receive any signals generated by vehicle sensors 150 through data bus 132. In another aspect, one or more of vehicle sensors 150 can be connected to emergency controller 134 For example, emergency controller 134 can include input ports to receive a connection to one or more of the vehicle's sensors 150. Emergency controller 134 can also receive input from power sources.
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    12/56 entry. In one aspect, the emergency controller 134 can bypass decision systems 170, such as the ACC system 172, route control system 174 and lane control system 176 and directly control the control systems to control the autonomous commercial vehicle 100. In one aspect, emergency controller 134 can detect a component failure, classify the severity of the component failure and perform an emergency stop when the component failure is a critical component failure. After an emergency stop, emergency controller 134 can provide information to a fleet manager about the status of the autonomous commercial vehicle and the reasons for the emergency stop. The emergency controller 134 may further perform an assessment of the autonomous commercial vehicle 100 to determine whether the vehicle can be moved. In one aspect, the emergency controller 134 can operate the autonomous commercial vehicle 100 in a creep mode with one or more component failures. Creep mode can allow a remote operator (for example, a fleet manager) to take manual remote control of the autonomous commercial vehicle 100.
    [0023] The electronic stop control system or electric brake 182 is used to automatically stop or slow down the autonomous commercial vehicle 100 if one of the visionary sensors (radar system 141,
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    13/56 vision 144, Lidar system 142) detects an object in the path of the autonomous commercial vehicle 100. The term electronic stop control or electric brake refers to the fact that the brakes are controlled through an electronic system. The brake system itself can be a traditional air brake system that brakes automatically if air pressure is not applied to keep the brakes closed. In addition, the air brake system may incorporate an anti-lock brake system that controls the air pressure at the brakes to prevent the brakes from locking during a sudden stop. In addition, vehicle brake commands in front of the autonomous commercial vehicle 100 can be received via DSRC 146, and its stopping speed can trigger electronic brake control 182 to also initiate a stopping event. Suitable examples of electric brake control systems may include, but are not limited to, electric brake control systems manufactured by Bendix and Meritor Wabco.
    [0024] Adaptive Cruise Control (ACC) 170 uses one of the advanced sensors (for example, radar system 141, but you can use the vision system 144 or the Lidar 142 system) to measure the distance to the vehicle in front of the autonomous commercial vehicle and maintain a constant distance. Suitable examples of the ACC 172 system can
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    14/56 include, but are not limited to, ACC systems manufactured by Bendix, Meritor Wabco and Mobileye.
    [0025] Lane Departure Warning or Lane Control System 176 uses a vision system to see (for example, identify within a graphic image) lanes or other road markings and notify the driver when the vehicle is crossing the clue. The system is also used in some modalities as a lane maintenance device to help keep the vehicle on the designated lane. Suitable examples of lane control systems 176 may include, but are not limited to, lane departure warning systems manufactured by Mobileye, Iteris, Continental, Denso and Bosch.
    [0026] Electronic steering 186 or active steering allows the steering mechanism of the autonomous commercial vehicle 100 to be controlled by electronic means. Most applications simply add a stepper motor to the existing steering control box. An example of such a system is an electronic steering system manufactured by TRW. In a partially driverless vehicle, the steering wheel can be engaged or disengaged. For example, the steering wheel may be involved in a manual override mode. In a completely driverless vehicle, the stepper motor can completely replace the steering control arm and the gearbox. The steering system
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    Electronic 15/56 186 can be controlled manually via wired or wireless access to the automatic drive system 130. In another aspect, electronic steering 186 can be implemented using hydraulic control via a hydraulic steering system. An electronically controlled metering valve can be added to the power steering system. The electronic steering system 186 can control, through the proportional valve, the proportion of assisted steering fluid applied at each steering turn, thus steering the vehicle.
    [0027] The acceleration control system 184 is a direct control of the engine speed. In a conventional vehicle, the accelerator can be controlled electronically via a pulse width modulated signal from the accelerator pedal. In the autonomous commercial vehicle 100, the throttle signal can be controlled directly by the automatic drive system 130 based on decision systems 170, such as the ACC 172 system. The throttle control signals can be specific to an original equipment manufacturer ( OEM) engine and throttle control system 184 can be configured to provide the appropriate acceleration signal.
    [0028] The 141 radar system is used to detect and measure objects on the path in front of the vehicle. Radar systems use microwave energy at various
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    16/56 frequencies (for example, 24.5 and 77 GHz are common). Radar systems are capable of accurately measuring distance and closure speed. The radar system 141 may be able to track multiple targets simultaneously. Suitable examples of a 141 radar system may include, but are not limited to, lane departure warning systems manufactured by Bendix, Wabco, Denso, Continental and Bosch. Radar systems are very accurate, but cannot accurately detect relatively static (immobile) objects. To overcome this limitation, the radar system 141 can be coupled with the vision system 144. The combined system can combine the
    radar data and data in eyesight for provide an full image (landscape) than ahead of vehicle. [0029] O system in To deal 142 it's a system in
    image or measurement that works in much the same way as radar, but uses a laser as an active element. These systems are typically used in specialized markets (for example, law enforcement and aircraft altimeters) to determine distance or speed. Lidar is also used extensively in research and development. In a commercial vehicle, the Lidar 142 system can be used as a supplement or alternative to the 141 radar system. The Lidar 142 system
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    17/56 can provide more accurate distance measurements and can provide better detection of stationary objects.
    [0030] The 144 vision system provides forward, side and / or backward detection systems that use image processing algorithms to detect, classify and measure various shapes and formats of images obtained from various cameras. Cameras can confront in different directions. In one respect, the cameras are paired to provide different points of view in the same direction. The 144 vision system is also used to read speed limit signs, warning signs and other text based indications using optical character recognition. Suitable examples of a 144 vision system may include, but are not limited to, vision systems manufactured by Bendix, Mobileye, Continental, Bosch.
    [0031] Dedicated short-range communication system (DSRC) 146 is a special spectrum of the 5.9 GHz band that was reserved by the FCC specifically for vehicular use. This effort was initially part of the intelligent transport system. The use of the DSRC system is essential for communication between vehicles without a driver. This system will provide car-to-car emergency stop information, provide lane change warnings and
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    18/56 will be used to pass any necessary information from one vehicle to another. It can be used, in combination with each vehicle's GPS information, to map the vehicles in the adjacent neighborhoods. In addition, it can be used to provide infrastructure information for the vehicle, such as alerts, warnings and navigation information. Stop signals, red lights, green lights, curves, work zones and the like can be transmitted electronically to adjacent vehicles. Suitable examples of a DSRC 14 6 may include, but are not limited to, DSRC systems manufactured by Denso and Continental.
    [0032] The Global Positioning System (GPS) 148 uses a series of satellites that transmit information in continuous time. Using an algorithm that converts the arrival time of several satellites to position information, a receiver can determine the location anywhere in the globe. GPS 148 can include any satellite-based location system or global satellite navigation system (GNSS) such as GLONASS, BeiDou, Compass, Galileo or IRNSS.
    [0033] Vehicle sensors 150 may include any sensors associated with the operation of the autonomous commercial vehicle 100 including both sensors for tractor 110 and sensors for trailer 120. The
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    19/56 vehicle sensors 150 may include sensors available in conventional vehicles. In a conventional vehicle, sensor information is often provided via a data bus 132 (for example, a J1939 bus) for a panel display. A conventional vehicle can also include alarms or an enunciator that is triggered when sensors produce certain values. In the autonomous commercial vehicle 100 operating at least in the driverless state, sensor information can be provided to the automatic drive system 130. The automatic drive system 130 can detect vehicle component failures based on one or more of the vehicle sensors 150. System 130 can monitor the current value of each of the vehicle sensors 150 and also follow the values over time to determine instantaneous and longer rates of change.
    [0034] Vehicle sensors 150 may include, but are not limited to, an engine temperature sensor 151, a coolant level sensor 152, an oil pressure sensor 153, an air brake pressure sensor 154 , a reserve air brake pressure sensor 155, a fuel level sensor 156, a tachometer 157 and a tire pressure sensor 160 corresponding to each tire. As illustrated, the autonomous commercial vehicle 100 includes fourteen (14) tires, but must
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    20/56 be recognized that a commercial vehicle can include any number of tires (N). For example, many commercial vehicles include eighteen (18) tires or more and may include a corresponding number of tire pressure sensors 160.
    [0035] FIG. 2 illustrates a diagram showing emergency stop locations for an autonomous commercial vehicle 100. Autonomous commercial vehicle 100 can determine an emergency stop interval 220 in response to determining a failure of a vehicle component. Emergency stop lane 220 may have a minimum stopping distance 222 based, for example, on the vehicle's current speed, current vehicle load, any brake system deficiency, weather conditions and / or road conditions (eg , degree). For example, the minimum stopping distance 222 can be calculated assuming that the autonomous commercial vehicle 100 performs all actions to stop as quickly as possible without any deviation. Emergency stop strip 220 may have a maximum distance based on current conditions and an assumption that the engine is immediately deflated in response to the detection of vehicle component failure. In one aspect, the maximum distance 224 can be based on a travel distance of the autonomous commercial vehicle 100 when no other
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    21/56 engine power is supplied to the drive wheels. For example, travel distance can be based on vehicle speed, vehicle load and road grade. The emergency controller 134 can estimate the travel distance by determining a current moment of the autonomous commercial vehicle 100 based on the current speed and total weight, and then estimate the distance at which the moment will transport the autonomous commercial vehicle along the current path with based on the grade of the road. Failures in components that do not require engine filling can be considered non-critical stops and can have a maximum maximum distance 224 based on continuous or limited engine operation.
    [0036] The automatic activation system 130 can select an emergency stop distance within the emergency stop interval based on the severity of the component failure. For example, a higher gravity stop condition (for example, engine failure) may have an emergency stop distance that is only slightly greater than the minimum distance because, for example, only the braking force can be adjusted to allow the exit of a displacement range. A lower gravity stop condition (for example, engine overheating) can have an emergency stop distance up to the maximum distance 224.
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    22/56 non-critical stop can have a maximum stop distance based on the stop condition or a vehicle component associated with the stop condition.
    [0037] In an implementation, the automatic activation system 130 can prioritize emergency stop locations based on a safety classification of the respective available stop locations. The safety rating can indicate the safety of the vehicle that remains at the emergency stop after the stop. The automatic drive system 130 can use GPS 148 and a map database to identify locations of potential emergency stop locations. For example, in addition to providing travel lane information for a 210 highway, the map database can indicate whether each shoulder of the highway is safe for the stop. The map database can also indicate ramps 212 and hazards 216 (for example, mountains or bodies of water). The automatic drive system 130 can also use vision system 144 to determine whether current conditions (for example, a parked vehicle) alter the GPS-based indication.
    [0038] In one aspect, the various potential emergency stop locations may be associated with the respective safety classification. Emergency controller 134 can be configured to associate a rating of
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    23/56 safety at each potential local emergency stop based on factors specific to the autonomous commercial vehicle 100. For example, the safety rating may be based, at least in part, on a current load type or value. Safety ratings can also be configurable so that a fleet operator can assign a higher priority to one or more stopover classes. For example, the shoulders of the highway may be preferred to exit the ramps. In an example of implementation, which should not be construed as limiting, the safest stopping place and therefore of the highest priority may be a parking space 230 located on the side of an exit ramp 212. While other parking spaces may be available further away from Highway 210, which runs on local roads in an emergency, can be dangerous. In addition, in this example implementation, a second priority stop location could be a 234 right shoulder (for example, in the United States, where slower vehicles generally drive to the right; it could be a left shoulder in other countries, such as England) . In addition, in this example implementation, a third priority stop location can be a 236 left shoulder (for example, or in England, the right shoulder). In addition, in this example implementation, a stop location
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    Lower priority 24/56 may be runway 232 of exit ramp 212. Although runway 232 may have traffic in motion, that traffic must be at a lower speed than on road 210. In this implementation example, a lower priority stop location may be travel lane 238. In the event that it is impossible for the autonomous commercial vehicle 100 to leave freeway 210 within emergency stop interval 220, the rightmost travel lane may provide a less chance of a collision with the next vehicle. In this implementation example, a runway 240 may be the lowest priority stop location to be used only when the autonomous commercial vehicle 100 cannot change lanes before stopping.
    [0039] When an emergency stop is triggered based on the fault detection techniques of the component of the present description, the automatic drive system 130 can determine the emergency stop range 220. The automatic drive system 130 can then determine and classify all available stop locations within the emergency stop interval 220. Then, for each potential stop location, the automatic drive system 130 can determine whether the potential stop location is feasible based on current conditions and severity component failure. For example, the
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    25/56 automatic steering can determine if the potential stop location is currently occupied and if a neighboring vehicle is blocking a path to the potential stop location. In addition, the automatic drive system 130 can determine whether any of the potential stop locations are unviable because the emergency stop distance does not allow the autonomous commercial vehicle 100 to reach the stop location due to the severity of the component failure. Based on this analysis, the automatic drive system can select the highest priority stop location remaining within the emergency stop distance to execute an emergency stop protocol.
    [0040] FIG. 3 illustrates a flowchart showing a
    method of example 300 for to determine a stop in emergency for a vehicle without driver. THE method 300 can be carried out by several components of the system in drive automatic 130, including the controller in emergency 134. [0041] In the block 305, the 300 method can include The
    detection of a failure of a first vehicle component based on a first signal. In one aspect, for example, emergency controller 134 can detect a failure of a first vehicle component (for example, low refrigerant level) based on a signal provided by a
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    26/56 or more vehicle sensors 150 on data bus 132. Vehicle sensors 150 can generate a code indicating that a measured value has met a threshold for triggering a warning. Generally, severe component failures are associated with a temperature that exceeds a limit value or a pressure that falls below a limit value. In another aspect, vehicle sensors 150 can each provide measured values and the emergency controller 134 can compare the measured values with the limits to determine whether a component failure has occurred.
    [0042] In block 310, method 300 may optionally include the failure to confirm the first component of the vehicle based on a second signal. In one aspect, for example, emergency controller 134 can confirm the failure of the first vehicle component based on a signal provided by a second of the vehicle sensors 150. In one aspect, each type of warning condition detected by a sensor primary can be associated with a secondary sensor that can be used to confirm or deny the warning. Generally, the primary sensor and the secondary sensor do not measure the same condition. Instead, emergency controller 134 makes an inference about an expected condition of the second sensor based on the condition of the first sensor, then checks whether the inference is true. In one respect, each warning condition can be associated with a
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    27/56 set of inference rules for one or more secondary sensors. For example, a coolant level sensor 152 can be a secondary sensor associated with the high engine temperature condition and the engine temperature sensor 151. Emergency controller 134 can infer that coolant level sensor 152 must be low or have a decrease associated with high engine temperature. Consequently, the emergency controller 134 can confirm an elevated temperature detected by the engine temperature sensor 151 by monitoring the coolant level sensor 152. As another example, a loss of pneumatic brake pressure detected by the air brake pressure sensor 154 or reserve pneumatic brake pressure sensor 155 can be associated with one or more individual brake sensors or a speedometer to determine whether the brakes have been applied due to low air brake pressure. That is, the emergency controller 134 can infer an expected engagement or temperature increase in an individual brake or a general decrease in speed to be associated with a loss of air brake pressure. As another example, a low oil pressure condition detected by the oil pressure sensor 153 may be associated with a tachometer. When low oil pressure is signaled, emergency controller 134 can infer that a pattern of readings
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    28/56 reduced values of the tachometer can correlate with low oil pressure (for example, due to increased friction). Low tire pressure conditions associated with the tire pressure sensors 160 may be associated with the electronic steering system 186 and / or a level sensor (not shown). Emergency controller 134 can infer that tractor 110 is expected to pull to one side or trailer 120 to tilt to one side with low tire pressure. In addition, a microphone or vibration sensor can confirm a flat tire. That is, the emergency controller 134 can infer what additional noise or vibration is expected in the case of a flat tire. In one aspect, if the vehicle component failure is not confirmed by a second sensor, the component failure can be treated as a non-emergency failure that must be inspected during a next service stop. In another aspect, some component failures can be determined as critical failures that automatically initiate an emergency stop without confirmation. THE
    confirmation can also be fulfilled after the vehicle standalone commercial 100 ter completed The stop of emergency.[0043] At the block 315, the method 300 can include the classification in a gravity component failure. In one aspect, The controller of emergency 134 can
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    29/56 classify the severity of the component failure. Severity can be a score (for example, a number) or a rating (for example, a category) of the risks associated with the failure of the detected component. The severity of the component failure can be based on the safety risk of continued operation with the failed component. Component faults are generally associated with fault codes transmitted on data bus 132. Emergency controller 134 may include a mapping of fault codes to severity levels. Emergency controller 134 can use the mapping to search the
    severity of one fault code reported. The codes in failure can to be specific to OEM. In one aspect, The classification From fault codes can to be configurable in
    a fleet or vehicle level. For example, a fleet operator can increase the severity associated with cargo-related fault codes for vehicles carrying fragile or dangerous cargo.
    [0044] In block 320, method 300 may include determining whether gravity meets a limit. In one aspect, for example, emergency controller 134 can determine whether the severity exceeds a threshold. The limit may indicate a severity level at which the autonomous commercial vehicle 100 must perform an emergency stop without attempting to drive further. The failures of
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    30/56 components that satisfy the limit can be considered critical failures, while component failures with a severity that does not meet the limit can be considered non-critical failures. In an emergency stop triggered by a critical fault, fuel from the engine can be extracted and / or the transmission can be shifted to neutral, which prevents other driving forces from being applied to the wheels. For example, some component failures, such as high engine temperature, total loss of tire pressure and loss of air brake pressure, may require stoppages as soon as possible and can be considered critical failures. Other component failures, such as fuel level or coolant level failures, may need to be resolved, but do not require an emergency stop and can be considered non-critical failures. If the severity level does not exceed the limit, method 300 can return to block 305. In one aspect, if multiple component failures are detected, the severity level can be combined to produce a higher severity level.
    [0045] In block 325, method 300 may include determining the emergency stop distance based on gravity and current conditions. In one aspect, for example, emergency controller 134 can determine the emergency stop distance based on gravity and
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    31/56 in current conditions, as detected by vehicle 150 sensors, as well as one or more input components (eg, radar, Lidar, vision). As discussed above with reference to FIG. 2, the emergency stop distance is within the emergency stop range 220.
    [0046] In block 330, method 300 may include determining a stop location within the emergency stop distance. In one aspect, for example, emergency controller 134 can determine the stop location within the emergency stop distance. As discussed above with reference to FIG. 2, determining the stop location may include determining a prioritized list of possible stop locations within the travel distance and determining the highest priority feasible stop location.
    [0047] In block 335, method 300 may include stopping the autonomous commercial vehicle 100 at the stopping location. In one aspect, the emergency controller 134 can stop the autonomous commercial vehicle 100 at the stop location by controlling the brake control system 182, the throttle control system 184 and the electric steering 186. More details of the vehicle stop are provided below in relation to FIG. 4.
    [0048] In block 340, method 300 may include contacting a fleet management system.
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    In one aspect, the automatic drive system 130 can contact a fleet management system. The automatic steering system can provide a report on the emergency stop, including the sensor readings that triggered the emergency stop and the procedures performed. The report can also include vehicle identification information, such as vehicle location, vehicle identifier, driver / passenger identifier and cargo identifier. The automatic drive system can also provide current vehicle capabilities, such that the fleet management system can determine how to recover the autonomous commercial vehicle 100 and its cargo. The report can also be provided to law enforcement, an infrastructure management service or an outsourced service. For example, law enforcement may be necessary to provide security for the disabled vehicle and to direct traffic around the autonomous commercial vehicle 100. An infrastructure management service can provide warnings, through DSRC electrical signals or infrastructure about the disabled vehicle. A third party service can provide assistance with moving the disabled vehicle. Reports can be provided through a communication system
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    33/56 of the vehicle (for example, satellite or cellular) or through DSRC 146.
    [0049] In block 345, method 300 may include operation in a creep mode. A creep mode can refer to any state in which the autonomous commercial vehicle 100 is capable of operating at reduced capacity due to at least one component failure. The emergency controller 134 can determine whether the autonomous commercial vehicle 100 is capable of operating in a creep mode without damaging the autonomous commercial vehicle 100 or imposing a safety risk. In one aspect, the emergency controller 134 can perform an evaluation of the autonomous commercial vehicle 100 including checking any available vehicle sensors 150. The emergency controller 134 can transfer control of the autonomous commercial vehicle 100 to a remote operator via the system fleet management for fluency mode operation. In one aspect, creep mode can be used to move the autonomous commercial vehicle 100 from a low priority stop location to a higher priority stop location. For example, the autonomous commercial vehicle can be moved from lane 240 to left shoulder 236.
    [0050] FIG. 4 illustrates a flowchart showing an example method 400 for stopping a driverless vehicle.
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    Method 400 can be performed by various components of the automatic actuation system 130 including emergency controller 134. In one aspect, method 400 can correspond to block 335 of method 300.
    [0051] In block 405, method 400 may include the definition of an end point of navigation for the stopping place. In one aspect, for example, emergency controller 134 can define the end point of navigation in route control system 174 to the stop location. In another aspect, emergency controller 134 can bypass route control system 174 and define the end point of navigation for an internal routing process. In any case, the stop location can be the emergency stop location determined in block 330.
    [0052] In block 410, method 400 may include the determination of a navigation route. In one aspect, the route control system 174 can determine the navigation route. In another aspect, the emergency controller 134 can determine the navigation route to the stop location. Emergency controller 134 independently determines a route to an emergency stop, for example, using a more direct route available. The route may include lane changes, including changing to an exit lane or changing to a shoulder, but it generally does not include any turns to
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    35/56 another road. The emergency stop route can be limited to a maximum steering angle or a minimum turning radius. In one aspect, emergency controller 134 may disable or bypass lane control system 176 to allow autonomous commercial vehicle 100 to move off designated design lanes. Since the emergency stop route is generally quite short, the entry systems of the radar system 141, communication system 142, vision system 144 can be used to determine the route. For example, the emergency stop location can be converted from a GPS location to a location within the 144 vision system. The 144 vision system can identify any obstacles (for example, other vehicles) or other hazards (for example, shoulder). insufficient) on the direct path between the current location and the emergency stop location. The radar system 141 and communication system 142 can also be used to confirm obstacles or detect additional obstacles. The emergency controller 134 can then adjust the direct path to avoid any obstacles detected.
    [0053] In addition, determining the navigation route during an emergency stop may include determining a route that avoids neighboring vehicles. For example, if another vehicle is in a driving range
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    36/56 from the far right adjacent to the autonomous commercial vehicle 100 and the stop location is on the right shoulder, the navigation route may include slowing down to a first speed to allow the vehicle in the right lane, then switch to the lane from the right, then down to a second gear, then shift to the shoulder and finally come to a complete stop.
    [0054] In block 415, method 400 may include determining whether the emergency stop route is clear. Emergency controller 134 can repeatedly monitor input sources for signs that any object, such as another vehicle, has entered the navigation route. If emergency controller 134 detects that the navigation path is no longer clear, method 400 can return to block 420 to determine another navigation route. If the navigation route is no longer viable, method 400 can return to block 405 to define a different stop location as the navigation end point.
    [0055] In block 420, method 400 can optionally include refueling the engine. In one aspect, emergency controller 134 can control throttle control system 184 to extract fuel from the engine. The decision to extract fuel from the engine can be based on the specific failure of the component
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    37/56 detected. For example, component failures within the engine may indicate the need to extract fuel from the engine, while failure of a brake or tire component can leave the engine running.
    [0056] In block 425, method 400 can optionally include changing the transmission to neutral. In one aspect, emergency controller 134 can control transmission control system 188 to change transmission to neutral. The decision to switch to neutral can be based on the specific component failure detected. For example, component failures within the engine or transmission may indicate the need to shift to neutral to avoid causing further damage.
    [0057] In block 430, method 400 can optionally include the activation of emergency lights and DSRC. In one aspect, for example, emergency controller 134 can activate emergency lights and control DSRC 146 to transmit emergency stop information. Emergency lights can include emergency lights from conventional vehicles. The emergency lights may also include a text and / or audio warning of the impending stop. DSRC 146 can transmit a stop signal as well as a lane change signal according to DSRC protocols. DSRC 146 can also
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    38/56 transmit a report on the disabled vehicle to the DSRC infrastructure on highway 210 (FIG.2).
    [0058] In block 435, method 400 may include steering control and brakes to execute the emergency stop. In one aspect, the emergency controller 134 can control the brake control system 182 and the electric steering 186 to perform the emergency stop. The emergency controller 134 can also control the throttle control system 184 and / or the transmission control system 188 if these components have not previously been disabled.
    [0059] The following examples further illustrate the implementation of methods 300 and 400 to perform an emergency stop in response to a component failure.
    [0060] A possible critical failure in any internal combustion engine, be it diesel, gasoline, LNG, CNG or propane, is a high engine temperature that can be caused by the loss of engine cooling. Loss of engine cooling causes the internal engine cooling system to fail, causing internal engine temperatures to exceed the recommended normal operating point, which can lead to serious and costly damage.
    [0061] The vehicle's 150 sensors can indicate a high engine temperature as “Low level of
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    39/56 refrigerant or “Temp. the engine. Many conventional vehicles illuminate a warning light on the dashboard or provide a real indicator that shows the coolant level. A driver of a conventional commercial vehicle will typically pull the vehicle to the side of the road and will not attempt to reach the next stop or service facility when this service light appears on the panel.
    [0062] An autonomous commercial vehicle 100 can be configured to determine what actions to take in the event of a loss of engine cooling. While a low coolant warning from coolant level sensor 152 can signal a component failure, there are other causes that can initiate the warning without being a critical failure that causes damage to the vehicle, such as a defective sensor, loose connector or wire broke. Since the coolant level sensor 152 is independent of the high signal from the engine temperature sensor 151, a driverless vehicle may be able to diagnose whether warnings generated by either level indicate a critical failure or minor problem. In one example, the automatic drive system 130 can monitor the coolant level sensor 152 as a primary sensor and detect that the sensor indicates a value that satisfies a limit, thus indicating a warning condition. The automatic drive system 130 can also monitor the
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    40/56 motor temperature 151 as a secondary sensor. In the event that the low coolant warning was active, but the engine temperature sensor 151 is operating in the normal zone, the automatic drive system 130 can continue to operate the autonomous commercial vehicle 100 in a normal mode. The automatic drive system 130 can signal a low refrigerant level to a fleet manager. The fleet manager can provide instructions (if any) on the actions to be taken; such as continuing the route to the destination, the route to a service facility, or any number of other options that are available to the fleet manager. Therefore, the automatic actuation system 130 can allow remote or local human management to varying degrees based on the warning.
    [0063] However, if emergency controller 134 detects a low coolant warning based on the primary sensor and then monitors a correlated rise in the engine temperature sensor 151 on the secondary sensor, a response protocol can be initiated with based on excessive temperature. In the event of a motor temperature event (eg motor temperature sensor 151 exceeding a threshold value), the actual motor temperature will be transmitted on the data bus J1939 132. The automatic drive system 130
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    41/56 would have the opportunity to monitor this data over a period of time. In the event of a spike or abnormal data, the automatic drive system 130 can determine that, in fact, a false signal caused the temporary engine failure. However, if the data is consistent and above the temperature limit for the engine, as recommended by the engine manufacturer, the automatic drive system 130 can operate the autonomous commercial vehicle 100 to perform an emergency stop protocol.
    [0064] The emergency stop protocol for an engine temperature failure can typically include stopping the autonomous commercial vehicle. However, for a commercial vehicle operating on a major highway or interstate, stopping the engine immediately is not always possible. Depending on the road, the amount of traffic, the time of day and even auxiliary conditions such as the weather, the autonomous commercial vehicle 100 may not park and stop safely.
    [0065] The automatic drive system 130 may have a limited number of options available before excessive engine temperature causes catastrophic damage to the engine. The emergency stop protocol for an engine temperature failure can include refueling the engine to slow it down and reduce the amount of
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    42/56 heat (for example, in block 420). The protocol may also include initiating hazard warning lights and notifying adjacent vehicles with emergency warning messages (for example, via the DSRC) (for example, in block 430). In order to provide maximum cooling, the automatic activation system 130 can also verify that the motor fan is on; and if not, send a command to start the fan. To conserve momentum, the automatic drive system 130 can shift the transmission to neutral (for example, in block 425). The protocol can also include notification from the vehicle's back office or the fleet management system and provide details on diagnosed faults and measures.
    [0066] During or after refueling the engine and the associated energy loss, the cooling system may be able to provide sufficient thermal capacity to control the engine temperature with less power generation to allow for creep mode. A creep mode can refer to a state in which the autonomous commercial vehicle 100 can operate at reduced capacity with one or more faulty components. If the coolant temperature stabilizes and does not increase or exceed the existing point, the vehicle can continue to operate at that reduced power level. For example, emergency controller 134 can move the
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    43/56 autonomous commercial vehicle 100 for a safer location, such as off-road parking using the slip mode.
    [0067] As another example of a potential component failure, the loss of engine oil pressure, as detected by the oil pressure sensor 153, typically indicates that there is an insufficient amount of oil to lubricate the engine. Although it is a relatively rare occurrence, this event can be considered at least as if it is not more critical than the engine temperature, as described above. In the event of loss of oil pressure, the actual oil pressure will be diffused on data bus 132 of J1939. Emergency controller 134 will have the opportunity to monitor this data over a period of time. Unfortunately, most oil pressure events are caused by a component failure, such as oil pump failure, seal ring failure, or gear failure, occurring without notice or prior notice. Therefore, there is no data available to indicate an impending failure. In one aspect, the emergency controller 134 can assume that the indicated oil pressure loss, as indicated by a primary sensor, is real and reacts accordingly, without confirmation through a secondary sensor. In another respect, tachometer 157 can be used as a secondary sensor to determine whether, under the
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    44/56 current conditions, the engine is performing poorly (for example, due to excessive friction). An increase in engine temperature, indicated by the engine temperature sensor 151, can also correlate with a loss of oil pressure.
    [0068] The emergency stop process for a loss of oil pressure is typically to stop the engine as soon as possible. The emergency stop process can include refueling the engine at block 420. The emergency stop process can also include removing the engine load, shifting the transmission to neutral at block 425. Due to extreme emergency and possible engine damage , the emergency stop distance within the emergency stop interval 220 in the event of loss of oil pressure can be relatively short. The most viable option for a stopping location may be the side of the road, unless an exit ramp is within driving distance of the vehicle.
    [0069] Another example of a component failure is a signal that the air brake pressure sensor 154 or reserve air brake pressure sensor 155 indicates low pressure. Government regulations require heavy commercial vehicles to be equipped with air brake systems. These air brake systems operate by applying the brake when the air pressure is removed, providing
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    45/56 safe operation. However, if the air system is defective or if the air source fails, the brakes will be automatically engaged, stopping the vehicle. If the failure is due to a slow leak, the air compressor will cycle continuously; the brakes can glaze due to friction with the drum, and the wheels could potentially overheat and catch fire. The air system in a truck is considered a critical safety system and the federal government requires that the brake system be supplied by a primary air supply, but that a secondary secondary air supply is also available in the event of a system failure. primary. The air brake pressure sensor 154 can detect the air pressure in the primary system and the reserve air brake pressure sensor 155 can detect the pressure of the reserve system as required by federal law.
    [0070] Air pressure data is continuously supplied to emergency controller 134. Air pressure data is also distributed on the J1939 bus 132. In the event that emergency controller 134 detects a sudden drop in air pressure, the emergency controller 134 must decide which action to take very quickly, as the brakes will start to be implemented automatically. Therefore, in one aspect, block 310 can be ignored if the component failure is
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    46/56 related to the brakes. That is, a signal from the air brake pressure sensor 154 or the reserve pneumatic brake pressure sensor 155 can be automatically treated as a critical component failure. In the event of an air pressure failure, the fail-safe brakes can be applied automatically to stop the vehicle. Again, the emergency stop distance within the emergency stop interval 220 can be relatively short due to the automatic application of the brakes. There may be no need to make blocks 420 and 425 in the event of a loss of air pressure. The most viable option for a stopping location may be the side of the road, unless an exit ramp is within driving distance of the vehicle. Method 400 can proceed to block 430 and immediately activate the hazard lights and DSRC to warn of an impending stop.
    [0071] In a variation of method 400, in block 435, the emergency controller 134 can control the acceleration control system 184 to turn the engine to the maximum permitted speed and control the transmission control system 188 to change the transmission to neutral. In doing so, the air compressor may be able to generate additional pressure to prevent the brakes from being applied automatically. After the vehicle is pulled with
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    47/56
    safety to the side the road, the engine may to be disabled and turned off. [0072] A failure related component is an failure of a anti-lock stop (ABS). THE ABS Can be a system stand-alone, including your own
    controller. The ABS system can provide signals indicating when a component failure has occurred. Generally, failure warnings from the ABS system can be considered non-critical because the air brake system will still work. However, under certain conditions (for example, wet or icy roads), the severity of the ABS failure can be increased. For example, an ABS failure on a frozen road can cause an immediate stop with a maximum long distance 224.
    [0073] Another example of a potential component failure is a fuel shortage warning. A driverless vehicle is expected to have sufficient fuel to reach its intended destination. Unexpected variations in the route could run out of fuel and cause the vehicle to run out of fuel. Some of these causes can be: an incorrectly filled tank at the start, fuel theft, routing conditions that slow the vehicle and cause it to consume larger quantities than expected, leaks in the fuel system or mechanical failures in the fuel system.
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    48/56 fuel supply. In the event that a vehicle starts running low on fuel, the automatic drive system 130 should be able to predict that the vehicle will not be able to reach its intended destination. Consequently, the fuel shortage condition can be a low gravity condition that may not trigger an emergency stop unless the fuel level reaches a point that causes the engine to stop. Preferably, the automatic drive system 130 can use the speed control system 174 to route the autonomous commercial vehicle 100 to the nearest filling station. If a filling station is out of reach, the automatic drive system 130 can route the autonomous commercial vehicle 100 off the highway or interstate and locate a predetermined place to park and wait for human assistance. Human assistance can be a representative or employee of the fleet management company, a local service company, such as AAA or Stewart & Stevenson, or a local service company, representative of a towing agency.
    [0074] In the event that the vehicle suddenly loses a fuel supply, as caused by a mechanical failure in the fuel pump, fuel distribution system or mechanical damage to the vehicle, the engine
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    49/56 would cease to function and emergency controller 134 could execute methods 300 and 400. Method 400 may include block 425 to shift the transmission to neutral. Block 420 may be debatable because component failure draws fuel from the engine.
    [0075] Another potential component failure may include a sudden engine failure. In the event of a sudden engine failure, which can be caused by any number of unexpected events, the engine will stop running. The oil pressure will drop to zero and the rotation will also drop to zero. Emergency controller 134 can, for example, use oil pressure sensor 153 as the primary sensor and tachometer 157 as the secondary sensor to confirm engine failure. Other parameters, communicated on the data bus, could also mean an engine failure and be used as secondary sensors.
    [0076] The autonomous commercial vehicle 100 will have a very limited number of options available, as catastrophic damage has caused the engine to stop running. Emergency controller 134 can execute methods 300 and 400. Method 400 can include block 425 to shift the transmission to neutral. Block 420 may be debatable because component failure draws fuel from the engine. The most viable option for a
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    50/56 stop can be the side of the road, unless an exit ramp is within driving distance of the vehicle. After a predetermined period of time, for example, 30 seconds after stopping, the automatic drive system 130 can start a self-starting sequence to determine whether the engine can be started.
    [0077] Another potential component failure is a tire failure or rupture. Directional stability is provided mainly through the tires on the vehicle. As such, the proper functioning of the tires and the associated suspension system are considered critical for safety. Tires have proven to be extremely reliable, reaching over 120,000 miles in a commercial vehicle. However, the failure of a single tire can be an extremely dangerous situation. The most critical tires on the commercial vehicle are the 114 steering tires, the two tires on the front of the vehicle that really provide directional control. Without both steering tires 114 operating correctly, the vehicle's stability is severely compromised. The rest of the tires, whether on the drive axles, load axles or trailer axles, are critical to the load capacity, but do not present the challenges that steering tires present.
    [0078] Tires are monitored with tire pressure and tire temperature monitoring devices
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    51/56 that provide periodic tire pressures and temperatures to the automatic drive system 130 via data bus J1939 132. In normal operation, when the tire pressure is relatively constant, the tire pressure and temperature are transmitted over large intervals, typically once every 5 minutes, however, when the sensor detects a sudden change in tire pressure or temperature, the data will be
    immediately transmitted to system in drive automatic 130. [0079] Without the pressure air proper, the components internal tire - fabric, steel, rubber and compounds -
    flex beyond projected limits. Without proper air pressure, the inner parts of the tire will flex, weaken and eventually fail. When an incremental change in tire pressure or temperature is detected, the emergency controller 134 checks whether the pressure or temperature variation is due to over-inflation (caused by heating by tire friction during normal operation) or by inflation .
    [0080] Incrementation under inflation is not a time-critical event, but left unattended can lead to serious tire damage or catastrophic tire failure (overflow). In the case of a monitored and continuous deflation of
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    52/56 tire, the necessary precautionary measures must be taken to avoid catastrophic failure. As the monitoring system continues to measure a decrease in tire pressure, the tire temperature is also monitored. A continuous or continuous decrease in pressure is indicative of impending tire failure. An associated increase in tire pressure provides a secondary indication of potential tire failure.
    [0081] Emergency controller 134 can determine that a tire is continuously losing pressure
    monitoring one sensor primary, like the sensor pressure of tire 160 associated to the tire. a sensor temperature of tire Can be used as a sensor secondary for measure an increase associated with temperature.
    The automatic drive system 130 can predict that the vehicle will not be able to reach its intended destination before a critical tire failure. The automatic drive system 130 can redirect the vehicle to the nearest service location. These locations can be a truck dealership, a tire service center, a business service center like Stewart & Stevenson, or a simple business service station. In one aspect, the automatic drive system 130 can control the acceleration control system 184 to allow the road speed to slow down
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    53/56 legal or recommended speed for that particular or interstate road. The automatic drive system 130 can also notify adjacent vehicles with emergency warning messages via DSRC 146. In another aspect, the automatic drive system 130 can route the vehicle off the road and select a place to park and wait for human assistance. Human assistance can be a representative or employee of the fleet management company, a local service company, such as AAA or Stewart & Stevenson, or a local service company, representative of a towing agency.
    [0082] In the event that the emergency controller 134 determines that a tire exhibited an extreme loss of pressure (for example, the tire pressure sensor 160 goes to zero), exemplified by an overflow, the emergency controller 134 can execute methods 300 and 400. In block 310, the pressure loss can be confirmed by a correlated change in electrical direction 186 or a change in trailer balance 120. In block 315, emergency controller 134 determines which tire is involved. If emergency controller 134 determines that a drive axle tire, load axle tire or tow tire is involved, emergency controller 134 may determine that a non-component failure has occurred
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    Critical 54/56. The emergency controller 134 can control the throttle control system 184 to extract fuel from the engine safely to decrease the forward speed to a significantly lower speed that is still safe and legal for the road or interstate. If emergency controller 134 determines that a steering tire 114 is involved, emergency controller 134 can determine that a critical component failure has occurred. The emergency controller 134 must, in block 410, immediately stop the engine to decrease the forward speed to a significantly lower speed that is still safe and legal for the road or interstate. Since the vehicle's ability to provide lateral (steering) control is severely compromised by the loss of a steering axle tire, emergency controller 134 must select a stop location on the side of the track. If the vehicle is able to run in a slow mode after stopping, the vehicle can be redirected to a suitable off-road parking spot using creep mode.
    [0083] Faults or warnings from other components can be classified as non-emergency faults or secondary vehicle faults. A large number of diagnostic failures can be recorded on the vehicle and transmitted to the
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    55/56 back office or the fleet manager. The nature of each of these faults may or may not be critical to the operation of the vehicle. These secondary failures are, in most cases, an indication of a more serious problem within the vehicle. However, without further warning notifications or diagnostic codes, the vehicle can normally continue to operate. These secondary codes are listed in the following table.
    Engine oil temperature (high) Transmission oil temperature (high) Transmission oil level (low) Fuel pressure (low) Sensor Loss Engine Oil Pressure (high) Engine Coolant Temperature (low) Engine Coolant Level (high) Fuel Delivery Pressure (high) Fuel Supply Pressure (Low) Engine Fuel Temperature (high) Engine oil temperature (above normal) Transmission oil level (high) Auxiliary water pump pressure (high) Auxiliary Water Pump Pressure (low) ABS brake valve (high) Battery voltage (low)
    [0084] This written description uses examples to disclose the invention, including preferred embodiments, and also to allow anyone skilled in the art to practice the invention, including creating and using any devices or systems and performing any built-in methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur for persons skilled in the art. These other examples are intended to be
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    within scope of claims if they have elements structural that no differ from language literal of claims, or if they include elements structural
    equivalent with insubstantial differences from the literal language of the claims. Aspects of the various modalities described, as well as other equivalents known for each aspect, can be mixed and combined by a person skilled in the art to build additional modalities and techniques according to the principles of this application.
    权利要求:
    Claims (18)
    [1]
    1. Method for controlling an autonomous commercial road vehicle (100) characterized by the fact that it comprises:
    detecting a failure of a first component based on a first signal (305);
    classify, by an automated driving system (134) in the vehicle, a severity of the failure of the first component (315);
    determine to stop the vehicle, by the automated driving system on the vehicle, if the gravity exceeds a threshold severity level (320);
    determine an emergency stop distance, by the automated driving system in the vehicle, based on the severity of the failure of the first component, the current moment of the vehicle and the effect of the failure of the first component at a maximum distance of inertia without additional energy supplied by a vehicle engine (325);
    determine, by the automated driving system (134) in the vehicle, a stop location within the emergency stop distance (330); and stop the vehicle using the automated driving system in the vehicle at the stop (335).
    [2]
    2. Method according to claim 1, characterized in that it additionally comprises confirming the failure of the first component based on a change in a second signal (310).
    [3]
    3. Method, according to claim 2, characterized in that the confirmation of the failure of the first component comprises determining that the change in the second signal is correlated with a change in the first signal associated with the failure.
    [4]
    4. Method according to claim 2, characterized by the fact that the first signal is from a first sensor and the second signal is from a different second sensor.
    [5]
    5. Method, according to claim 4, characterized by the fact that the confirmation of the failure of the first component comprises:
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    2/5 infer, based on an inference rule associated with the failure of the first component, an expected change in the second sensor; and determining, based on the second signal, that the expected change has occurred.
    [6]
    6. Method, according to claim 1, characterized by the fact that determining the emergency stop distance based on gravity and the current moment of the vehicle comprises determining an effect of the failure of the first component at a minimum stopping distance.
    [7]
    7. Method according to claim 1, characterized by the fact that stopping the vehicle at the stopping place comprises:
    determine a route between the vehicle's current position and the stopping location based on at least one vision system, radar system or band system;
    determine that the route is clear of obstacles; and control a steering system and a vehicle brake system to follow the route.
    [8]
    8. Method according to claim 7, characterized in that it additionally comprises extracting fuel from a vehicle's engine before controlling the steering system and the brake system.
    [9]
    9. Method according to claim 7, characterized by the fact that it additionally comprises changing a vehicle's transmission in a lower gear than a current gear or in a neutral gear before controlling the steering system and the steering system. brake.
    [10]
    10. Method according to claim 7, characterized in that the stopping place is outside a designated highway lane and in which determining the route comprises determining to leave a designated highway lane.
    [11]
    11. Emergency control system for an autonomous commercial road vehicle (100) characterized by the fact that it comprises:
    a memory (138); and
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    3/5 a processor (136) communicatively coupled to the memory and configured to:
    detecting a failure of a first component based on a first signal from a first sensor of a plurality of sensors that monitor each of the respective components of the vehicle (305);
    classify a failure severity of the first component (315);
    determine to stop the vehicle if the severity of a first component exceeds a severity limit level (320);
    determining an emergency stop distance based on gravity and the effect of the failure of the first component at a maximum distance of inertia without additional energy supplied by a vehicle engine (325);
    determining a stop location within the emergency stop distance (330); and controlling one or more vehicle components to stop the vehicle at the stop location (335).
    [12]
    12. Emergency control system, according to claim 11, characterized by the fact that the processor is configured to confirm the failure of the first component based on a change in a second signal from a second sensor of the plurality of sensors.
    [13]
    13. Emergency control system, according to claim 12, characterized by the fact that the processor is configured to determine that the change in the second signal is correlated with a change in the first signal associated with the fault.
    [14]
    14. Emergency control system, according to claim 12, characterized by the fact that the processor is configured to:
    infer, based on an inference rule associated with the failure of the first component, an expected change in the second sensor; and
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    4/5 determine, based on the change in the second signal, that the expected change has occurred.
    [15]
    15. Emergency control system, according to claim 11, characterized by the fact that the processor is configured to:
    determine a route between the vehicle's current position and the stopping location based on at least one vision system, radar system or band system;
    determine that the route is clear of obstacles; and control a steering system and a vehicle brake system to follow the route.
    [16]
    16. Emergency control system according to claim 15, characterized by the fact that the stopping place is outside a designated highway lane and that the processor is configured to determine a route out of the designated highway lane .
    [17]
    17. Emergency control system, according to claim 15, characterized by the fact that the processor is configured to determine the emergency stop distance based on gravity and the current moment by:
    determine an effect of the failure of the first component at a minimum stopping distance.
    [18]
    18. Autonomous commercial vehicle (100), characterized by the fact that it comprises:
    a plurality of sensors (150) that monitor each of the respective components of the vehicle;
    a data bus (132) that carries reported signals from the plurality of sensors;
    a memory (138); and a processor (136) communicatively coupled to the data bus and memory and configured to:
    Petition 870200032081, of 03/09/2020, p. 12/11
    5/5 detect, through the data bus, a failure of a first component based on a first signal (305);
    classify a failure severity of the first component (315);
    determine to stop the vehicle if the gravity exceeds a threshold severity level of the first component (320);
    determining an emergency stop distance based on gravity and the effect of the failure of the first component at a maximum distance of inertia without additional energy supplied by a vehicle engine (325);
    determining a stop location within the emergency stop distance (330); and controlling one or more vehicle components to stop the vehicle at the stop location (335).
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    CA3033727C|2020-04-07|
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    优先权:
    申请号 | 申请日 | 专利标题
    US15/239,547|US10054947B2|2016-08-17|2016-08-17|Emergency stopping for autonomous commercial vehicles|
    US15/239,547|2016-08-17|
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