CN112298208B - Automatic driving transverse auxiliary control method and transverse auxiliary system - Google Patents
Automatic driving transverse auxiliary control method and transverse auxiliary system Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/005—Handover processes
- B60W60/0053—Handover processes from vehicle to occupant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
- B60W60/0015—Planning or execution of driving tasks specially adapted for safety
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Abstract
The invention relates to the technical field of automatic driving, and provides an automatic driving transverse auxiliary control method and a transverse auxiliary system. The transverse auxiliary system is provided with a main bus and a redundant bus, and comprises a main controller and an auxiliary unit which is in bus communication with the main controller, and the control method comprises the following steps: when the main bus communication fault exists between the auxiliary unit and the main controller, the auxiliary unit and the main controller are controlled to enter a pre-configured corresponding functional safety mode, wherein the functional safety mode is configured to enable the corresponding auxiliary unit or the main controller to maintain the transverse auxiliary function of the auxiliary unit or the main controller based on the redundant bus, form a redundant mechanism and/or remind a driver to take over the vehicle. The invention provides a scheme capable of maintaining a transverse auxiliary function of a vehicle and reminding a driver to take over the vehicle, so that the normal running of the vehicle can be maintained even if the driver is in a hands-free driving state.
Description
Technical Field
The invention relates to the technical field of automatic driving, in particular to a transverse auxiliary control method and a transverse auxiliary system for automatic driving.
Background
With the gradual deepening and breakthrough of the technical research on the aspects of automatic driving in the automobile industry, more and more vehicles with automatic driving functions are loaded in the current market, drivers increasingly rely on the automatic driving functions in the driving process, and the safety of the automatic driving functions is more important.
Moreover, with the increasing degree of automation of the automatic driving function of the vehicle, the automatic driving function with a high automation level gradually supports the driver to 'take off hands, feet and eyes' during the driving process. However, the inventor of the present application finds in the process of implementing the present application: if the driver is in a hands-free driving state for some reason, once a transverse control fault occurs in the automatic driving function, the vehicle deviates from a lane and collides with other vehicles or obstacles, and the life safety of the driver is seriously threatened.
Disclosure of Invention
In view of the above, the present invention is directed to an automatic driving lateral assistance control method to at least partially solve the above technical problems.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an automated driving lateral assist control method applied to a lateral assist system of an automated driving vehicle having a main bus and a redundant bus, the lateral assist system including a main controller and an assist unit in bus communication with the main controller, the automated driving lateral assist control method comprising:
checking the main bus communication between the auxiliary unit and the main controller in real time;
judging whether a main bus communication fault exists between the auxiliary unit and the main controller according to the verification; and
if the main bus communication fault exists between the auxiliary unit and the main controller, controlling the auxiliary unit and the main controller to enter a pre-configured corresponding functional safety mode, wherein the functional safety mode is configured to enable the corresponding auxiliary unit or the main controller to: maintaining the respective horizontal auxiliary functions based on the redundant buses; forming a redundancy mechanism; and/or to remind the driver to take over the vehicle.
Further, the auxiliary Unit includes a host system (also referred to as a navigation host system, Head Unit, HUT for short), an Electric Power Steering (EPS for short), a camera module, a vehicle Stability Program (ESP for short), a vehicle acceleration detection module, and/or a Steering wheel angle detection module of the autonomous vehicle.
Further, regarding the functional safety modes corresponding to the auxiliary unit and the main controller respectively, the method includes: the functional safety mode of the host system is configured to alert a driver to take over a vehicle; the functional safety mode of the electric power steering system is configured to form a redundant mechanism and to remind a driver to take over a vehicle; and the functional safety modes of the main controller, the camera module, the body stability control system, the vehicle acceleration detection module and the steering wheel angle detection module are configured to maintain respective lateral assist functions and/or form respective redundant mechanisms based on the redundant bus, and the functional safety mode of the main controller is further configured to remind a driver to take over a vehicle.
Further, the real-time verification of the main bus communication between the auxiliary unit and the main controller comprises any one or more of the following: verifying, by the host system, host bus communications between itself and the host controller; the main controller verifies main bus communication between the main controller and the electric power steering system, the camera module, the vehicle body stability control system, the vehicle acceleration detection module and/or the steering wheel corner detection module; and verifying the main bus communication between the electric power steering system and the main controller by the electric power steering system.
Further, the horizontal assist function maintained based on the redundant bus comprises: the auxiliary unit or the main controller stores the vehicle running information detected or generated respectively and controls the failure level of each to meet the safety integrity level of the vehicle; and recording a fault code related to the communication fault of the main bus.
Further, the driver is reminded to take over the vehicle by any one or more of the following means: controlling driver seat vibration; controlling a preset indicator lamp to give out light alarm; the host system controlling the vehicle presents the fault information in the form of a sound and/or a screen display.
Further, the automatic driving lateral direction assist control method further includes: and controlling an electric power steering system of the vehicle to brake the vehicle at a preset deceleration under the condition that the main bus communication fault exists between the auxiliary unit and the main controller.
Further, the controlling the electric power steering system of the vehicle to perform vehicle braking at a preset deceleration includes: and checking whether a bus communication fault exists between the main controller and the electric power steering system, if so, performing vehicle braking by the electric power steering system at a preset deceleration, otherwise, performing vehicle braking by the electric power steering system at the preset deceleration in response to a request of the main controller.
Further, the automatic driving lateral direction assist control method further includes: and in the process that the electric power steering system automatically brakes the vehicle at a preset deceleration, detecting whether a driver steps on a brake pedal or an accelerator pedal, if so, stopping automatically braking the vehicle by the electric power steering system, and otherwise, continuously reminding the driver to take over the vehicle.
Compared with the prior art, the automatic driving lateral auxiliary control method has the following advantages: the automatic driving transverse auxiliary control method is provided with the redundant bus, is suitable for the redundant bus, and is provided with a scheme for checking whether communication faults exist among modules of the transverse auxiliary system, and further provides strategies for maintaining the transverse auxiliary function of each module and reminding a driver to take over a vehicle aiming at the communication faults, so that the transverse auxiliary system can normally output transverse auxiliary torque to maintain the normal running of the vehicle even if the driver is in a hands-free driving state.
Another object of the present invention is to propose an automatic driving lateral assistance system to at least partially solve the above technical problem.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an autonomous driving lateral assistance system having a main bus and a redundant bus, and comprising a main controller and an assistance unit in bus communication with the main controller, wherein the main controller and the assistance unit are preconfigured with respective corresponding functional safety modes, and the functional safety modes are configured to cause the corresponding assistance unit or the main controller to, in the presence of a main bus communication failure between the assistance unit and the main controller: maintaining the respective horizontal auxiliary functions based on the redundant buses; forming a redundancy mechanism; and/or to remind the driver to take over the vehicle.
Further, the auxiliary unit comprises a host system of the automatic driving vehicle, an electric power steering system, a camera module, a vehicle body stability control system, a vehicle acceleration detection module and/or a steering wheel angle detection module.
Further, regarding the functional safety modes corresponding to the auxiliary unit and the main controller respectively, the method includes: the functional safety mode of the host system is configured to alert a driver to take over a vehicle the functional safety mode of the electric power steering system is configured to form a redundant mechanism and alert a driver to take over a vehicle; the functional safety modes of the main controller, the camera module, the body stability control system, the vehicle acceleration detection module and the steering wheel angle detection module are configured to maintain their lateral assist function and/or form a redundant mechanism based on the redundant bus, and the functional safety mode of the main controller is further configured to remind a driver to take over a vehicle.
Compared with the prior art, the automatic driving lateral auxiliary system and the automatic driving lateral auxiliary control method have the same advantages, and are not described again.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic diagram of the configuration of a lateral assistance system for an autonomous vehicle in accordance with an embodiment of the present invention;
FIG. 2 is a schematic flow chart of an automated driving lateral assist control method of an embodiment of the present invention; and
fig. 3 is a flowchart of an application example of the automatic driving lateral assist control method of the embodiment of the invention.
Description of reference numerals:
101. a main controller; 102. HUT; 103. EPS; 104. a camera module; 105. an ESP; 106. a vehicle acceleration detection module; 107. steering wheel corner detection module.
Detailed Description
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Before describing the automatic driving lateral assistance control method according to the embodiment of the present invention, a brief description will be given of a lateral assistance system of an automatic driving vehicle. Fig. 1 is a schematic structural diagram of a lateral assistance system of an autonomous vehicle according to an embodiment of the present invention, which is known to include a main controller 101 and auxiliary units, which may in turn include a HUT 102, an EPS103, a camera module 104, an ESP105, a vehicle acceleration detection module 106, and/or a steering wheel angle detection module 107 of the autonomous vehicle.
Here, the functions of the respective modules related to the lateral assistance system are shown in table 1 below.
TABLE 1
It should be noted that table 1 shows basic functions corresponding to each module, but the basic functions are not the main concerns of the embodiments of the present invention, so that the basic functions can be understood by referring to table 1 when referring to the corresponding modules in the following, and the details are not described below.
Preferably, the transverse auxiliary system shown in fig. 1 uses a redundant communication mode, and preferably has a main bus and a redundant bus, which are, for example, a CAN bus, a main CAN bus and a redundant CAN bus, which are respectively represented as a main gateway-associated line (thicker line) and a redundant gateway-associated line (thinner line) in fig. 1. The specific application of redundant communication will be described in detail below, and will not be described in detail herein. It should be noted that the redundant communication is not limited to the redundant CAN bus, and a hard wire or other communication protocol bus may also be used.
Accordingly, the embodiment of the invention provides an automatic driving lateral auxiliary control method on the basis of the lateral auxiliary system with the main bus and the redundant bus shown in fig. 1. Note that, for convenience of description, the HUT 102, EPS103, camera module 104, ESP105, vehicle acceleration detection module 106, and steering wheel angle detection module 107 are hereinafter collectively referred to as an auxiliary unit. It will be understood by those skilled in the art that the auxiliary unit may also include other modules used in the prior art to assist in achieving lateral control of the vehicle, not listed herein.
Fig. 2 is a flowchart illustrating an automated driving lateral assist control method according to an embodiment of the present invention. As shown in fig. 2, the automatic driving lateral assist control method may include the steps of:
step S210, verifying the main bus communication between the auxiliary unit and the main controller in real time.
The step S210 is performed by different execution entities, for example, in conjunction with fig. 1, one or more of the following may be included:
1) the HUT 102 verifies the master bus communication between itself and the master controller 101;
2) verifying, by the master controller, master bus communications between itself and the EPS103, the camera module 104, the ESP105, the vehicle acceleration detection module 106 and/or the steering wheel angle detection module 107; and
3) the EPS103 verifies the main bus communication between itself and the main controller.
And step S220, judging whether a main bus communication fault exists between the auxiliary unit and the main controller according to the verification.
Preferably, the step S220 may include: and under the condition that the main bus communication message is not credible after the continuous preset cycle times are verified, judging that the main bus communication fault exists between the auxiliary unit and the main controller. For example, when the main controller 101 verifies in real time the main CAN communications with the EPS103, the camera module 104, the ESP105, the vehicle acceleration detection module 106, and the steering wheel angle detection module 107, it is determined that there is a main CAN bus fault between the controller 101 and the corresponding module if it is detected that the CAN communications are not authentic for 10 cycles.
Step S230, if there is the main bus communication fault between the auxiliary unit and the main controller, controlling the auxiliary unit and the main controller to enter a pre-configured corresponding functional safety mode.
Wherein the functional safety mode is configured to cause the corresponding secondary unit or the primary controller to: maintaining the respective horizontal auxiliary functions based on the redundant buses; creating a redundant mechanism and/or alerting the driver to take over the vehicle.
It is understood that in step S230, the utilization of the redundant bus enables the redundant communication formed between the main bus and the redundant bus. For example, referring to fig. 1, the HUT 102, the ESP 103, the camera module 104, the EPS 105, the vehicle acceleration detection module 106, and the steering wheel angle detection module 107 are connected to the main gateway through the main CAN bus, and when the respective lateral auxiliary functions are normally operated, the main controller 101 captures the relevant data of the main CAN bus from the main gateway to operate the lateral auxiliary functions thereof; in the functional safety mode, the camera module 104, the EPS 105, the vehicle acceleration detection module 106 and the steering wheel angle detection module 107 are connected to the redundant gateway through the redundant CAN bus, while the EPS103 is directly connected to the main controller 101 through the redundant CAN bus without passing through the redundant gateway, and the main controller 101 guarantees safe operation of the transverse auxiliary system by capturing relevant data on the redundant CAN bus.
Preferably, in step S230, with reference to fig. 1, regarding the functional safety modes corresponding to the auxiliary unit and the main controller respectively, the method may include: the functional safety mode of the HUT 102 is configured to alert a driver to take over a vehicle; the functional safety mode of the EPS103 is configured to form a redundant mechanism and to alert a driver to take over a vehicle; and the functional safety modes of the main controller 101, the camera module 104, the ESP105, the vehicle acceleration detection module 106 and the steering wheel angle detection module 107 are configured to maintain respective lateral auxiliary functions and/or form respective redundant mechanisms based on the redundant bus, and the functional safety mode of the main controller 101 is further configured to remind the driver to take over the vehicle.
More preferably, the lateral auxiliary function maintained based on the redundant bus may further include, in addition to the basic functions of the respective modules shown in table 1: 1) the auxiliary unit or the main controller stores the vehicle running information detected or generated by the auxiliary unit or the main controller respectively, and controls the failure Level of each auxiliary unit or the main controller to meet the vehicle Safety Integrity Level (ASIL); and 2) recording a fault code related to the communication fault of the main bus. The vehicle operation information is, for example, information provided by each module in table 1.
Accordingly, table 2 can show the lateral assist functions of the modules of the lateral assist system of the vehicle in the functional safety mode, wherein the modules can all implement the fault code recording at the point 2) herein, and therefore, the details of the fault code recording are not repeated in table 2. In addition, table 2 only lists the principle of the EPS forming the redundancy mechanism, and the manner of forming the redundancy mechanism by other modules is similar, which is not repeated in table 2.
More preferably, for reminding the driver to take over the vehicle, including the manner shown in table 2, embodiments of the present invention may employ the manner provided by any one or more of the following: 1) controlling driver seat vibration; 2) controlling a preset indicator lamp to give out light alarm; and 3) controlling a host system of the vehicle to present fault information in a voice and/or screen display manner. Wherein different modules are adapted in different ways, for example, HUT 102 may adopt the 3) way, and main controller 101 preferably adopts the 1) way and the 2) way.
In addition to alerting the driver to take over, in a preferred embodiment, the automated driving lateral assistance control method may further include:
step S240 (not shown) of controlling an electric power steering system of the vehicle to perform vehicle braking at a preset deceleration in case of the main bus communication failure between the auxiliary unit and the main controller.
For example, EPS103 enables vehicles to operate at 1.5m/s2Deceleration of (3) braking.
Preferably, for the step S240, it may include: and checking whether a bus communication fault exists between the main controller 101 and the EPS103, if so, performing vehicle braking by the EPS103 at a preset deceleration by itself, otherwise, performing vehicle braking by the EPS103 at a preset deceleration in response to a request of the main controller 101. That is, if the communication between the main controller 101 and the EPS103 is normal, the vehicle is braked with the lateral assist torque requested by the main controller 101, otherwise, the EPS controls the vehicle brake with the corresponding lateral assist torque by itself.
More preferably, in the process that the EPS103 automatically brakes the vehicle at a preset deceleration, whether a driver steps on a brake pedal or an accelerator pedal is detected, if so, the EPS103 stops automatically braking the vehicle, otherwise, the EPS continuously reminds the driver to take over the vehicle. Wherein, whether to step on brake pedal or accelerator pedal accessible corresponding brake pedal stroke sensor or accelerator pedal stroke brake realization to the driver, and the warning that the driver who goes on here takes over the vehicle can be carried out by any one in HUT, EPS or the main control unit.
The above steps mainly implement a control strategy when the bus communication fault occurs in the transverse auxiliary system, but in practice, in addition to the bus communication fault, the transverse auxiliary system cannot normally operate due to the power supply fault. In this case, the lateral assistance system may be further configured to include a main power supply module and an auxiliary power supply module, and the automatic driving lateral assistance control method of the embodiment of the present invention may further include: when the transverse auxiliary system normally operates, the main power supply module supplies power, once the main power supply module fails to provide power, the redundant power supply module starts to work, and the transverse auxiliary system is guaranteed not to lose the transverse auxiliary torque output capacity immediately due to power failure. Preferably, this process may also include reminding the driver to take over the vehicle, which is referred to above and will not be described in detail.
In summary, the automatic driving lateral assistance control method according to the embodiment of the present invention is designed with a redundant bus, and is adapted to a scheme in which the redundant bus is designed to check whether a communication fault exists between modules of a lateral assistance system, and further proposes a strategy capable of maintaining a lateral assistance function of each module and reminding a driver of taking over a vehicle for the communication fault, so that even if the driver is in a hands-off driving state, the lateral assistance system can normally output a lateral assistance torque to maintain normal driving of the vehicle.
The following specifically describes an application of the automatic driving lateral assist control method according to the embodiment of the present invention in practice by way of example.
Fig. 3 is a flowchart of an application example of the automatic driving lateral assist control method of the embodiment of the invention. As shown in fig. 3, this example may include the steps of:
and S301, correspondingly judging whether the CAN communication check passes through by different executing agents, if so, indicating that the main CAN communication is normal, and otherwise, continuously executing other steps.
For example, the corresponding determination of whether the CAN communication check is passed by different execution entities may include: HUT checks CAN communication with the main controller in real time, and if the CAN communication message is detected to be unreliable and continues for 10 cycles, the step S302 is carried out; the main controller checks the main CAN communication with the EPS, the camera module, the EPS, the vehicle acceleration detection module and/or the steering wheel rotation angle detection module in real time, and if the CAN communication is detected to be unreliable and continues for 10 cycles, the step S303 is executed; the EPS checks the master CAN communication with the master controller in real time, and if it is detected that the CAN communication is not reliable and continues for 10 cycles, the process proceeds to step S304.
Step S302, the HUT detects that the CAN communication with the main controller is not credible, enters a functional safety mode, alarms corresponding fault information to a driver through sound and problems in the functional safety mode, and enters step S319.
Step S303, the main controller enters a functional safety mode, continues to maintain the transverse auxiliary function and record fault codes according to the redundant CAN bus signals, requests a driver to take over, and then enters step S305.
And step S304, the EPS enters a functional safety mode, continues to output the transverse auxiliary torque and record a fault code according to the redundant CAN bus signal, requests the driver to take over, and then enters step S305.
In step S305, the main controller or EPS determines whether the driver takes over the vehicle within 3 seconds, and if not, proceeds to S306-S314, and if so, proceeds to S315-319.
And step S306, reminding the driver to take over.
For example, the specific scheme for reminding the driver to take over in this case may include: if the driver does not take over the vehicle within 3 seconds, the main controller controls the seat to continuously vibrate, the lamp on the steering wheel to be bright red and continuously flicker, and simultaneously the main controller requests the braking system to be at-1.5 m/s2Braking while illuminating the external dual strobe light, and then proceeding to stepS307。
And step S307, the EPS carries out CAN communication verification on the braking request of the main controller, if the verification fails, the step S308 is carried out, and if the verification passes, the step S309 is carried out.
Step S308, EPS is at-1.5 m/S2Self-brakes the deceleration, and proceeds to S310.
Step S309, the EPS normally executes the main controller braking request at-1.5 m/S2The braking is performed while proceeding to S310.
In step S310, the EPS determines whether the driver steps on the brake or the accelerator pedal, if so, proceeds to step S311, and if not, proceeds to step S312.
In step S311, the driver takes over the vehicle and the EPS is no longer self-braking.
In this step S311, the main controller requests the steering wheel lamp strip to continuously light yellow, the transverse auxiliary function remains running, and the process ends.
Step S312, EPS is at-1.5 m/S2The deceleration of the brake is continuously braked, and the reminding is continued.
The mode of continuing the reminding can include: and informing the main controller to request the steering wheel lamp strip to continuously light red and flicker, continuously vibrating the seat, double-flashing outside the vehicle, and then entering S313.
In step S313, the EPS determines whether the current vehicle speed is 0, and if the vehicle speed is 0, the EPS proceeds to step S314, otherwise returns to step S310.
And step S314, the EPS brakes the vehicle safely and continues reminding.
The mode of continuing reminding can include: the EPS requests the main controller to continuously give an alarm, the main controller controls the steering wheel lamp strip to continuously light red and flash, the seat continuously vibrates, the double flashing lamps outside the vehicle and the sudden whistle are lightened, and the flow is finished.
And step S315, the main controller or the EPS judges whether the CAN communication check failure times are more than or equal to 2 times in the current vehicle ignition period, if so, the steps S316-S317 are carried out, and if not, the steps S318-S319 are carried out.
Step S316, the driver is prompted in a first manner to take over.
For example, the first mode may include: main control unit requests seat vibration 3 seconds, and the lamp bright yellow of steering wheel is taken and is lasted 5 seconds of twinkling, and HUT reminds "horizontal auxiliary function communication exists the restriction through the characters simultaneously, and the function is closed".
Step S317, the driver is in the vehicle taking over state, the lateral assist function exits, and the process ends.
Step S318, the driver is prompted to take over in a second manner.
For example, the second mode may include: the main controller requests the steering wheel lamp strip to be continuously bright yellow to remind a driver that communication faults occur in the current strategy, and then the S319 is carried out.
And step S319, the driver is in a vehicle taking-over state, the transverse auxiliary function continues to operate, and the process is ended.
By the example, it is easy to know that the method provided by the embodiment of the invention can ensure that the fault risk of the transverse auxiliary system of the vehicle is low enough, so that the vehicle can run more safely, and even if a driver is in a hands-free driving state, the transverse auxiliary system can maintain the normal running of the vehicle, thereby reducing traffic accidents and ensuring the personal safety of vehicle passengers.
Another embodiment of the present invention further provides an automatic driving lateral assistance system, which is the same as the inventive concept of the lateral assistance control method described above. Referring to fig. 1, the structure of the horizontal auxiliary system includes a main bus and a redundant bus, and includes a main controller and an auxiliary unit in bus communication with the main controller, wherein the main controller and the auxiliary unit are pre-configured with respective corresponding functional safety modes, and the functional safety modes are configured to enable the corresponding auxiliary unit or the main controller to: maintaining the respective horizontal auxiliary functions based on the redundant buses; forming a redundancy mechanism; and/or to remind the driver to take over the vehicle.
For details and effects of other embodiments of the lateral assist system, reference may be made to the above embodiments of the lateral assist control method, which are not described herein again.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
The memory may include forms of volatile memory in a computer readable medium, Random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). The memory is an example of a computer-readable medium.
Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), Digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (12)
1. An automatic driving lateral assist control method applied to a lateral assist system of an automatic driving vehicle having a main bus, a main gateway, a redundant bus, and a redundant gateway, and the lateral assist system includes a main controller and an assist unit that performs bus communication with the main controller, the assist unit includes a first assist unit and a second assist unit, the first assist unit is capable of bus communication with the main controller via the main bus and the main gateway and the redundant bus and the redundant gateway, respectively, the second assist unit is capable of bus communication with the main controller via the main bus and the main gateway, respectively, and directly via the redundant bus without passing through the redundant gateway, and the automatic driving lateral assist control method includes:
checking the main bus communication between the auxiliary unit and the main controller in real time;
judging whether a main bus communication fault exists between the auxiliary unit and the main controller according to the verification; and
if the main bus communication fault exists between the auxiliary unit and the main controller, controlling the auxiliary unit and the main controller to enter a pre-configured corresponding functional safety mode, wherein the functional safety mode is configured to enable the corresponding auxiliary unit or the main controller to:
maintaining the respective horizontal auxiliary functions based on the redundant buses;
forming a redundancy mechanism, wherein the second auxiliary unit directly carries out bus communication with the main controller through the redundancy bus without passing through the redundancy gateway to form the redundancy mechanism; and
the driver is reminded to take over the vehicle.
2. The automated driving lateral assist control method of claim 1, wherein the first assist unit includes a host system of the automated driving vehicle, a camera module, a body stability control system, a vehicle acceleration detection module, and/or a steering wheel angle detection module; the second auxiliary unit includes an electric power steering system.
3. The automatic driving lateral assist control method according to claim 2, characterized by comprising, with respect to the functional safety modes in which the assist unit and the main controller each correspond,:
the functional safety mode of the host system is configured to alert a driver to take over a vehicle;
the functional safety mode of the electric power steering system is configured to form a redundant mechanism and to remind a driver to take over a vehicle; and
the functional safety modes of the main controller, the camera module, the body stability control system, the vehicle acceleration detection module and the steering wheel angle detection module are configured to maintain respective lateral assist functions and/or form respective redundant mechanisms based on the redundant bus, and the functional safety mode of the main controller is further configured to remind a driver to take over a vehicle.
4. The autopilot lateral assist control method of claim 2 wherein the real-time verification of primary bus communications between the assist unit and the primary controller includes any one or more of:
verifying, by the host system, host bus communications between itself and the host controller;
the main controller verifies main bus communication between the main controller and the electric power steering system, the camera module, the vehicle body stability control system, the vehicle acceleration detection module and/or the steering wheel corner detection module; and
and the electric power steering system verifies the main bus communication between the electric power steering system and the main controller.
5. The automatic driving lateral assist control method according to claim 1, characterized in that the lateral assist function maintained based on the redundant bus includes:
the auxiliary unit or the main controller stores the vehicle running information detected or generated respectively and controls the failure level of each to meet the safety integrity level of the vehicle; and
and recording a fault code about the communication fault of the main bus.
6. The automated driving lateral assist control method of claim 1, wherein the driver is alerted to take over the vehicle by any one or more of:
controlling driver seat vibration;
controlling a preset indicator lamp to give out light alarm;
the host system controlling the vehicle presents the fault information in the form of a sound and/or a screen display.
7. The automatic driving lateral assist control method according to any one of claims 1 to 6, characterized by further comprising:
and controlling an electric power steering system of the vehicle to brake the vehicle at a preset deceleration under the condition that the main bus communication fault exists between the auxiliary unit and the main controller.
8. The autonomous-driving lateral-assist control method of claim 7, wherein the controlling the electric power steering system of the vehicle to perform vehicle braking at a preset deceleration includes:
and checking whether a bus communication fault exists between the main controller and the electric power steering system, if so, performing vehicle braking by the electric power steering system at a preset deceleration, otherwise, performing vehicle braking by the electric power steering system at the preset deceleration in response to a request of the main controller.
9. The automatic driving lateral assist control method according to claim 8, characterized by further comprising:
and in the process that the electric power steering system automatically brakes the vehicle at a preset deceleration, detecting whether a driver steps on a brake pedal or an accelerator pedal, if so, stopping the electric power steering system to automatically brake the vehicle, and otherwise, continuously reminding the driver to take over the vehicle.
10. An automatic driving lateral assist system having a main bus, a main gateway, a redundant bus and a redundant gateway, and comprising a main controller and an assist unit in bus communication with the main controller, the assist unit comprising a first assist unit and a second assist unit, the first assist unit being capable of bus communication with the main controller via the main bus and the main gateway and the redundant bus and the redundant gateway, respectively, the second assist unit being capable of bus communication with the main controller via the main bus and the main gateway and directly via the redundant bus without via the redundant gateway, respectively, wherein the main controller and the assist unit are preconfigured with respective corresponding functional safety modes, and the functional safety modes are configured such that in the event of a main bus communication failure between the assist unit and the main controller, causing the corresponding secondary unit or the master controller to:
maintaining the respective horizontal auxiliary functions based on the redundant buses;
forming a redundancy mechanism, wherein the second auxiliary unit directly carries out bus communication with the main controller through the redundancy bus without passing through the redundancy gateway to form the redundancy mechanism; and
and reminding the driver to take over the vehicle.
11. The autonomous driving lateral assist system of claim 10, wherein the first assist unit comprises a host system of the autonomous vehicle, a camera module, a body stability control system, a vehicle acceleration detection module, and/or a steering wheel angle detection module; the second auxiliary unit includes an electric power steering system.
12. The automatic driving lateral assist system according to claim 11, comprising, in relation to the functional safety modes to which the assist unit and the main controller respectively correspond:
the functional safety mode of the host system is configured to alert a driver to take over a vehicle;
the functional safety mode of the electric power steering system is configured to form a redundant mechanism and to remind the driver to take over the vehicle;
the functional safety modes of the main controller, the camera module, the body stability control system, the vehicle acceleration detection module and the steering wheel angle detection module are configured to maintain their own lateral assist function and/or form a redundant mechanism based on the redundant bus, and the functional safety mode of the main controller is also configured to remind a driver to take over a vehicle.
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