CN107428247A - 用于具有附条件自动的驾驶辅助系统的架构 - Google Patents
用于具有附条件自动的驾驶辅助系统的架构 Download PDFInfo
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Abstract
本发明涉及一种用于具有附条件自动的驾驶辅助系统的架构,其能够控制车辆的自动紧急停止,包括:至少三种不同技术的传感器的组(2),用于观察车辆前方的区域;主计算机(10),其能够经由第一上游数据通信网络从所述传感器组(2)接收信息,且经由第一下游通信网络将命令传输至发动机控制系统的第一计算机(3)、至制动系统的第二计算机(4)和至转向控制系统的第三计算机(5);备用计算机(11),能够经由第二上游数据通信网络从所述传感器组接收信息;主电源,链接至每个计算机;和备用电源。该架构包括第二下游通信网络,其仅将备用计算机(11)连接至制动系统的所述第二计算机(4),用于传输命令,且备用电源仅连接至主计算机(10)、至备用计算机(11)和至制动系统的第二计算机(4)。
Description
技术领域
本发明大体涉及装备有自动驾驶辅助系统的机动车辆,且更准确地,涉及所谓的“附条件自动”系统。
背景技术
驾驶自动是先进的,以便解决大量问题,诸如安全、移动性、环保驾驶和对所有人的驾驶可达性。现今,在专门区域中可以具有全自动无人驾驶车辆。对于与自动道路车辆有关的项目并不是这样,在看到自动道路车辆销售之前,这样的车辆有很多问题需要解决,特别是在法律领域和安全领域。特别地,在存在驾驶员的自动道路车辆的情况下,维也纳公约在第8.5条中要求驾驶员必须总是能够控制他的车辆。
SAE(汽车工程师协会的首字母)自动道路车辆标准委员会最近公布了新的报告,提供自动驾驶等级的分类(2014年1月16日“关于道路机动车辆自动驾驶系统的术语的分类和定义”,标准J3016),对于每个分类等级,包括驾驶员和一个或多个自动系统之间共享驾驶监督管理的规则。更准确地,该报告定义了六个等级,从车辆没有任何自动系统的等级0到车辆完全自动的等级5,其间经过不同的自动化程度,其中,每次自动化的份额增加,驾驶员责任的份额减小。由此:
-等级1对应于驾驶辅助系统,其仅涉及车辆的纵向控制(例如,通过首字母ACC或“自动巡航控制”已知的系统),或仅涉及车辆的横向控制(例如,用于辅助在车道中的路径保持的系统,或用于在超车或超车后停车或避让过程情况下使用的辅助变道的系统);
-等级2对应于所谓的“部分自动”等级,其中,一个或多个驾驶辅助系统可组合车辆的横向和纵向控制;
-等级3对应于所谓的“附条件自动”等级,其中,驾驶员在被确定的时间跨度上和特定类型道路(例如高速)上被允许不专注于驾驶。与之有关的自动系统则监管车辆的横向和/或纵向控制,但必须在有问题的时候,将责任让出给驾驶员。
-等级4对应于车辆的完全自动,但驾驶员具有在任何情况下委派驾驶且在他希望时还给他的可能性,这独立于时长和任何特定区域;
-等级5对应于完全自动车辆,且驾驶员没有交互的可能性。
根据SAE的等级0至5基本对应于负责道路安全的美国联邦机构NHTSA(“国家公路交通安全管理局”)的等级0至4。
由于维也纳公约的上述条款,处于等级3至5的车辆现在没有被法律允许。等级0至2另一方面被允许,因为驾驶员实际上仍然是驾驶的唯一监管者。
在此之后的关注是根据SAE或NHTSA标准的等级3的未来自动车辆的项目,其装备有附条件自动系统。维也纳公约的修改——其现在施加永久驾驶员责任——的接受作为最低要求要求实施一定数量的操作安全程序以及允许驾驶员在系统失效时回到监管状态的策略。
特别重要的策略涉及在驾驶员不能重获控制的情况下回到安全状态。在该情况下,且特别地当车辆在公路上以相对低的速度行进时,对于系统足够的是,在其行进车道上进行车辆的停止。通常在该策略的应用中实施的各个阶段在图1中示意性地示出,其示出该动作对车辆速度的作为时间的函数的结果。
在该图1中,td表示检测到严重失效的时刻,这要求驾驶员理论上重获控制。从该时刻,附条件自动系统必须公认地将控制让出给驾驶员,但是必须确保在短时间跨度(典型地五至十秒)的功能,以便允许驾驶员真正地重获驾驶的控制。该阶段在图中由阶段_1表示,且示出车辆的速度保持恒定。如果驾驶员在该阶段_1完成时没有反应,则系统开始缓和地制动(在图1中为阶段_2,也是五至十秒)。最后,如果驾驶员在该阶段_2完成时仍然没有反应,则该系统指示更大的制动,直到车辆完全停止。该阶段在图1中由阶段_3表示。
从功能的视角,为了确保回到安全状态,附条件自动系统必须能够检查在车辆前方发生什么,能够控制制动系统和发动机控制系统以便作为结果调整速度,且能够控制电子转向控制系统,以便保持在同一个驾驶车道中。
这些在操作安全方面的要求涉及使用具有大冗余性的架构,由此明显影响这些系统的成本。由此,根据国际标准ISO 26262——其根据称为“ASIL A、ASIL B、ASIL C和ASILD”(表示汽车安全完整性等级的首字母)的四个等级特别地定义失效临界分类,等级3(附条件自动)必须是ASIL D,由此特别地提出车辆具有至少三个不同技术的传感器的规定,以观察车辆环境的同一个区域。由此确保良好检测的性能评价,足以与ASIL D安全目标匹配,且外部干扰发射机防止三种类型的传感器同时失效。
此外,在已知的架构中,系统的计算机、(典型地通过CAN总线)允许一方面传感器和该计算机与另一方面系统的计算机和用于回到安全状态的策略涉及的其他计算机(制动系统计算机、发动机控制计算机和转向控制计算机)之间的交换的连接以及这些计算机操作所必需的电源通常翻倍,以便在关于附条件安全系统的计算机失效的情况下确保操作安全。
发明内容
本发明的目的是提出一种用于具有等级-3附条件自动的驾驶辅助系统的可支付成本的架构。
因而,本发明的主题是一种用于具有附条件自动的驾驶辅助系统的架构,其能够控制车辆的自动紧急停止,包括:
-至少三种不同技术的传感器的组,用于观察车辆前方的区域;
-主计算机,其能够通过第一上游数据通信网络从所述传感器组接收信息,且通过第一下游通信网络将命令传输至发动机控制系统的第一计算机、至制动系统的第二计算机和至转向控制系统的第三计算机;
-备用计算机,其能够通过第二上游数据通信网络从所述传感器组接收信息;
-主电源,链接至每个计算机;和
-备用电源;
其特征在于,其包括第二下游通信网络,其仅将备用计算机链接至制动系统的所述第二计算机,用于传输命令,且在于,备用电源仅链接至主计算机、至备用计算机和至制动系统的第二计算机。
根据该架构的其他可能特征:
-第一和第二上游和下游数据通信网络是串行数据总线网络,优选地为CAN网络;
-备用计算机与主计算机相同,在该情况下,它们二者具有相同的失效临界等级,优选地为ASIL D等级;
-作为变体,备用计算机可仅具有比主计算机低的失效临界等级,例如是ASIL B等级,如果主计算机是ASIL D的话;
-该传感器组例如包括至少一个图像传感器、一个雷达传感器和一个激光传感器;
-备用计算机可链接至主计算机,且被控制为以便,仅在关于主计算机的失效的情况下,通过第二上游数据通信网络从所述传感器组接收信息;
-作为变体,备用计算机通过第二上游数据通信网络从所述传感器组永久地接收信息,甚至在没有关于主计算机的失效的情况下。
附图说明
参考附图的以下描述,将更好地理解本发明和其带来的优势,在附图中:
图1,已在上文中描述,示意性地示出由具有附条件自动的驾驶辅助系统以用于回到安全状态的已知策略实施的阶段;
图2示意性地示出一种根据本发明的示例架构,用于具有附条件自动的驾驶辅助系统。
具体实施方式
贯穿本说明书,任何等级3(SAE/NHTSA)的驾驶辅助系统称为“具有附条件自动的驾驶辅助系统”。
参考图2,一种用于具有附条件自动的驾驶辅助系统的架构,其能够控制车辆的自动紧急停止并根据图1所述的情景确保回到安全状态,通常包括核心控制模块1,该核心控制模块包括:
-一方面,主计算机10,其能够通过第一上游数据通信网络从传感器组2接收信息,所述传感器组2能够观察车辆前部的区域;
-另一方面,备用计算机11,链接到主计算机10,且能够通过第二上游数据通信网络从所述传感器组2接收信息。
该系统具有ASIL D失效临界等级,从而对于组2,设置为使用三种不同的用于传感器的技术。由此,作为非限制性例子,该组2可包括至少一个激光传感器20、一个雷达传感器21和一个图像传感器22。不管使用哪种不同技术(或类型)的组合,本发明的原理都是可应用的。
在图2中,第一上游网络包括在传感器20至22和主计算机10之间如实线示意性示出的三个连接,而第二上游网络包括在这些传感器20至22和备用计算机10之间如虚线示意性示出的三个连接。
主计算机10的作用是处理来自传感器20至22的信息,且特别地,如果必要的话,应用用于回到安全状态的策略,如参考图1所述。因而,该计算机10能够传输适当的命令至在该策略中涉及的车辆的各个计算机,特别地分别传输至:
-发动机控制系统的第一计算机3,
-制动系统的第二计算机4;和
-转向控制系统的第三计算机5。
命令的传输通过第一下游通信网络执行,其通过主计算机10和三个计算机3、4和5之间的实线连接表示。
所有上述计算机通过主电源供电,例如电池(图2中的+BAT1)。
备用计算机11的作用是在主计算机10失效的情况下将其自身替代为主计算机。
根据本发明,代替该系统的计算机和三个计算机3、4和5之间的下游通信网络的翻倍,在此设置为,提供将备用计算机11仅链接至制动系统的第二计算机4的第二下游通信网络,用于命令的传输。该第二下游通信网络在备用计算机11和制动计算机4之间用虚线表示。
该类型的控制足以还控制车辆的转向,特别是低速。实际上,制动系统的计算机现在全是所谓的ESP计算机(表示电子稳定程序的首字母),其可以不同的方式命令每个轮子上的制动,且由此做到车辆保持在其车道内,直到其停止。
此外,为了缓解主电源+BAT1的可能故障,备用电源(图2中的+BAT2)——例如是电池——被设置在该架构中。在此又一次,通过将该备用电源设置为仅被主计算机10、备用计算机11和制动系统的计算机4单独使用,该架构被简化到仅剩必要的程度。
换句话说,根据本发明的架构包括在系统计算机下游使得仅用于制动系统的计算机4的通信网络和双电源形成冗余。
这导致成本减少,其决不限制在驾驶员不能重获控制的情况下回到安全状态的保证。
在图2的框架内,已经考虑,备用计算机11链接到主计算机10,从而其仅在主计算机失效的情况下在接收和发射时操作。
但是,在没有偏离本发明的范围的情况下,可以不链接两个计算机10和11。在该情况下,两个计算机10和11永久地并行操作,且在主计算机失效的情况下,下游的计算机3、4和5切换到备用模式。这则是“热冗余”。该方案允许更快的重构但消耗更多的能量。
Claims (9)
1.一种用于具有附条件自动的驾驶辅助系统的架构,其能够控制车辆的自动紧急停止,包括:
-至少三种不同技术的传感器的组(2),用于观察车辆前方的区域;
-主计算机(10),其能够通过第一上游数据通信网络从所述传感器组(2)接收信息,且通过第一下游通信网络将命令传输至发动机控制系统的第一计算机(3)、传输至制动系统的第二计算机(4)和传输至转向控制系统的第三计算机(5);
-备用计算机(11),其能够通过第二上游数据通信网络从所述传感器组接收信息;
-主电源,链接至每个计算机;和
-备用电源;
其特征在于,其包括第二下游通信网络,其仅将备用计算机(11)链接至所述制动系统的第二计算机(4)、用于传输命令,且特征在于,备用电源仅链接至主计算机(10)、至备用计算机(11)和至制动系统的第二计算机(4)。
2.如权利要求1所述的架构,其特征在于,第一和第二上游和下游数据通信网络是串行数据总线网络。
3.如权利要求2所述的架构,其特征在于,第一和第二上游和下游数据通信网络是CAN网络。
4.如前述权利要求中的任一项所述的架构,其特征在于,备用计算机(11)与主计算机(10)相同。
5.如权利要求1至4中的任一项所述的架构,其特征在于,备用计算机(11)具有比主计算机(10)低的失效临界等级。
6.如权利要求5所述的架构,其特征在于,主计算机(10)的失效临界等级是ASIL D,备用计算机(11)的失效临界等级是ASIL B。
7.如前述权利要求中的任一项所述的架构,其特征在于,所述传感器组(2)包括至少一个图像传感器、一个雷达传感器和一个激光传感器。
8.如前述权利要求中的任一项所述的架构,其特征在于,备用计算机(11)链接至主计算机(10),且被控制为使得仅在关于主计算机(10)的失效的情况下、通过第二上游数据通信网络从所述传感器组接收信息。
9.如权利要求1至7中的任一项所述的架构,其特征在于,备用计算机(11)通过第二上游数据通信网络从所述传感器组永久地接收信息,甚至在没有关于主计算机(10)的失效的情况下。
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Also Published As
Publication number | Publication date |
---|---|
FR3031406A1 (fr) | 2016-07-08 |
US20180267535A1 (en) | 2018-09-20 |
JP6655624B2 (ja) | 2020-02-26 |
FR3031406B1 (fr) | 2017-07-28 |
EP3242823B1 (fr) | 2018-10-03 |
EP3242823A1 (fr) | 2017-11-15 |
JP2018504309A (ja) | 2018-02-15 |
WO2016110464A1 (fr) | 2016-07-14 |
CN107428247B (zh) | 2020-04-21 |
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