CN114237104A - Automatic driving area controller and vehicle - Google Patents
Automatic driving area controller and vehicle Download PDFInfo
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- CN114237104A CN114237104A CN202111473275.3A CN202111473275A CN114237104A CN 114237104 A CN114237104 A CN 114237104A CN 202111473275 A CN202111473275 A CN 202111473275A CN 114237104 A CN114237104 A CN 114237104A
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- 238000012544 monitoring process Methods 0.000 claims abstract description 89
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B19/00—Programme-control systems
- G05B19/02—Programme-control systems electric
- G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
- G05B19/042—Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
- G05B19/0423—Input/output
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B2219/00—Program-control systems
- G05B2219/20—Pc systems
- G05B2219/25—Pc structure of the system
- G05B2219/25257—Microcontroller
Abstract
The embodiment of the application discloses an automatic driving area controller and a vehicle. The autopilot domain controller includes a first controller and a second controller, wherein: the first controller is connected with the second controller; the first controller is used for processing data collected by the sensors in the first sensor set to obtain first data; the second controller is used for processing data acquired by the sensors in the second sensor set to obtain second data, sending the second data to the first controller, and sending a fault instruction to the first controller when monitoring that the first controller has a fault; processing resources required for obtaining the second data are larger than processing resources required for obtaining the first data; the first controller is further used for controlling the vehicle according to the first data and the second data, and entering an automatic driving fault state when a fault instruction is received; the real-time performance and safety of automatic driving are improved.
Description
Technical Field
The invention relates to the field of vehicles, in particular to an automatic driving area controller and a vehicle.
Background
With the increase of the degree of vehicle intelligence, the automatic driving technology enters the field of vision of people. The automatic driving technology can automatically control the running state of the vehicle, and realize the automation of the work executed by the driver.
In order to realize the control of the vehicle, in the automatic driving process, a sensor is required to acquire the data of the vehicle information and the environment information of the vehicle, and process the data to obtain a control result, and the whole process depends on an automatic driving domain controller.
The automatic driving domain controller can be regarded as a brain for controlling a vehicle to automatically drive, is generally externally connected with various sensors, and has the functions of multi-sensor fusion, positioning, path planning, decision making, control and the like. With the improvement of the requirements on the real-time performance and the safety of automatic driving, the types of sensors externally connected with the automatic driving domain controller are more and more, and the acquired data volume is larger and larger, so that the capacity of a processor required by the continuously increased data processing volume is increased.
However, the processing power of current autopilot domain controllers limits the improvement of autodrive real-time and safety.
Disclosure of Invention
In view of the above, the present application provides an automatic driving area controller and a vehicle, so as to improve real-time performance and safety of automatic driving.
In a first aspect, the present application provides an autonomous driving domain controller comprising a first controller and a second controller, wherein:
the first controller is connected with the second controller;
the first controller is used for processing data acquired by the sensors in the first sensor set to obtain first data;
the second controller is used for processing data acquired by the sensors in the second sensor set to obtain second data, sending the second data to the first controller, and sending a fault instruction to the first controller when monitoring that the first controller has a fault; processing resources required for obtaining the second data are larger than processing resources required for obtaining the first data;
the processing resources required for obtaining the second data are greater than the processing resources required for obtaining the first data, that is, the processing resources required for obtaining the second data are greater than the processing resources required for obtaining the first data.
The first controller is further used for controlling the vehicle according to the first data and the second data, and entering an automatic driving fault state when the fault instruction is received.
Compared with the mode that one controller completes all processing procedures in the automatic driving process, the scheme of the embodiment can complete the processing procedures through a plurality of controllers together, and reduces the limitation on the real-time performance and safety of automatic driving caused by insufficient processing capacity of the processor; moreover, the vehicle is controlled by the first controller, that is, the first controller simultaneously performs the processes of obtaining the first data and controlling the vehicle, and the second controller performs the process of obtaining the second data, and as the second controller does not need to directly control the vehicle under normal conditions, more processing resources can be allocated to the process of obtaining the second data, so that the second controller performs the process of requiring larger processing resources, that is, the process of obtaining the second data, and compared with the case that the two controllers both perform direct control on the vehicle, the scheme of the application can improve the real-time performance of automatic driving; in addition, the second controller monitors the processing process of the first controller, and the safety of automatic driving is further improved.
In one possible embodiment, the autopilot domain controller further comprises a third controller, wherein:
the third controller is respectively connected with the first controller and the second controller;
the third controller is used for sending a second fault instruction to the first controller when the second controller is monitored to have a fault;
and the first controller is further used for entering an automatic driving fault state when the second fault instruction is received.
In one possible implementation, the first controller includes a first core and a second core, wherein:
the first core is used for processing data acquired by the sensors in the first sensor set to obtain first data;
the second core is used for controlling the vehicle according to the first data and the second data and entering an automatic driving fault state when the fault instruction is received;
the data processing efficiency of the first core is higher than that of the second core.
In one possible implementation, the second controller includes a third core and a fourth core, wherein:
the third core is used for processing data acquired by the sensors in the second sensor set to obtain second data;
the fourth core is used for sending a fault instruction to the first controller when the first controller is monitored to have a fault;
the data processing efficiency of the third core is higher than that of the fourth core.
In a possible implementation, the first controller is further configured to send status information to the second controller;
the second controller is further configured to determine whether the first controller fails according to the received status information.
In a possible implementation manner, the second controller is further configured to send second status information to the third controller;
and the third controller is further configured to determine whether the second controller fails according to the received second state information.
In one possible embodiment, the sensors in the second set of sensors include a look-around camera and an inertial sensor;
the second controller is specifically used for processing data acquired by the panoramic camera and carrying out dead reckoning according to the data acquired by the inertial sensor to obtain second data; the dead reckoning refers to estimating the position of the vehicle at a certain moment later by using the known position of the vehicle and the subsequent displacement. In a possible embodiment, the first controller is specifically configured to deactivate an automatic driving control function when the fault instruction is received. In a possible embodiment, the first controller is specifically configured to determine a vehicle travel path based on the first data and the second data;
and controlling the vehicle according to the vehicle running path.
In a second aspect, the present application provides a vehicle having any of the above autonomous driving range controllers mounted thereon.
Drawings
FIG. 1 is a schematic structural diagram of an autonomous driving range controller provided in an embodiment of the present application;
fig. 2 is a schematic structural diagram of an automatic driving range controller according to another embodiment of the present application.
Detailed Description
Along with the improvement of the requirements on the real-time performance and the safety of automatic driving, the types of sensors externally connected with the automatic driving domain controller are more and more, the acquired data volume is larger and larger, and the capacity of a processor required by the continuously increased data processing volume is increased. However, the processing power of current autopilot domain controllers limits the improvement of autodrive real-time and safety.
Based on this, in the embodiments of the present application provided by the inventors, the automatic driving range controller includes a first controller and a second controller. The first controller is connected with the second controller; the first controller is used for processing data collected by the sensors in the first sensor set to obtain first data; the second controller is used for processing data acquired by the sensors in the second sensor set to obtain second data, sending the second data to the first controller, and sending a fault instruction to the first controller when monitoring that the first controller has a fault; processing resources required for obtaining the second data are larger than processing resources required for obtaining the first data; and the first controller is also used for controlling the vehicle according to the first data and the second data and entering an automatic driving fault state when a fault instruction is received.
Compared with the mode that one controller completes all processing procedures in the automatic driving process, the scheme of the embodiment can complete the processing procedures through a plurality of controllers together, and reduces the limitation on the real-time performance and safety of automatic driving caused by insufficient processing capacity of the processor; moreover, the vehicle is controlled by the first controller, that is, the first controller simultaneously performs the processes of obtaining the first data and controlling the vehicle, and the second controller performs the process of obtaining the second data, and as the second controller does not need to directly control the vehicle under normal conditions, more processing resources can be allocated to the process of obtaining the second data, so that the second controller performs the process of requiring larger processing resources, that is, the process of obtaining the second data, and compared with the case that the two controllers both perform direct control on the vehicle, the scheme of the application can improve the real-time performance of automatic driving; in addition, the second controller monitors the first controller, and the safety of automatic driving can be further improved.
In order to facilitate understanding of the technical solutions provided by the embodiments of the present application, an automatic driving range controller and a vehicle provided by the embodiments of the present application are described below with reference to the accompanying drawings.
While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Other embodiments, which can be derived by those skilled in the art from the embodiments given herein without any inventive contribution, are also within the scope of the present application.
In the claims and specification of the present application and in the drawings accompanying the description, the terms "comprise" and "have" and any variations thereof, are intended to cover non-exclusive inclusions.
An autonomous driving range controller is provided. Referring to fig. 1, fig. 1 is a schematic structural diagram of an automatic driving range controller according to an embodiment of the present application.
As shown in fig. 1, the automatic driving range controller 100 in the embodiment of the present application includes a first controller 101 and a second controller 102.
The first controller is connected to the second controller 102.
The first controller 101 is configured to process data collected by the sensors in the first sensor set 103 to obtain first data.
And a second controller 102, configured to process data collected by the sensors in the second sensor set 104 to obtain second data.
In order to realize automatic driving, a plurality of sensors are generally required to collect data, and the data collected by the sensors are processed.
The sensor set, i.e. the sensor set and the second sensor set, refers to a set including a plurality of sensors, i.e. the sensor set includes a plurality of sensors.
The sensors in the first sensor set and the second sensor set may be of the same type or of different types.
The first data refers to data obtained by the first controller 101 through a process such as processing.
The second data refers to data obtained by the second controller 102 through a process such as processing.
The processing resources required for obtaining the second data are larger than the processing resources required for obtaining the first data.
That is, the processing of the data collected by the sensors in the second set of sensors results in second data, and the processing of the data collected by the sensors in the first set of sensors results in first data, the latter being larger than the former for the processing resources required for both processes.
The second controller 102 is further configured to send second data to the first controller 101, and send a failure instruction to the first controller 101 when it is monitored that the first controller 101 has a failure.
The first controller 101 is further configured to control the vehicle according to the first data and the second data, and enter an automatic driving failure state when receiving a failure instruction.
The second controller 102 monitors the first controller, and when it is monitored that a fault occurs, a fault instruction is sent to the first controller, so that the first controller 101 enters an automatic driving fault state, and safety of automatic driving is improved.
Compared with the mode that one controller completes all processing procedures in the automatic driving process, the scheme of the embodiment can complete the processing procedures through a plurality of controllers together, and reduces the limitation on the real-time performance and safety of automatic driving caused by insufficient processing capacity of the processor; moreover, the vehicle is controlled by the first controller, that is, the first controller simultaneously performs the processes of obtaining the first data and controlling the vehicle, and the second controller performs the process of obtaining the second data, and as the second controller does not need to directly control the vehicle under normal conditions, more processing resources can be allocated to the process of obtaining the second data, so that the second controller performs the process of requiring larger processing resources, that is, the process of obtaining the second data, and compared with the case that the two controllers both perform direct control on the vehicle, the scheme of the application can improve the real-time performance of automatic driving; in addition, the second controller monitors the processing process of the first controller, and the safety of automatic driving is further improved.
The following description is made with reference to specific implementations.
The present application further provides another autonomous driving range controller. Referring to fig. 2, fig. 2 is a schematic structural diagram of an automatic driving range controller according to another embodiment of the present application.
As shown in fig. 2, the automatic driving range controller 100 in the embodiment of the present application includes: a first controller 101, a second controller 102, and a third controller 105.
The first controller 101, the second controller 102 and the third controller 105 are connected in pairs, that is, the first controller 101 is connected with the second controller 102, the first controller 101 is connected with the third controller 105, and the second controller 102 is connected with the third controller 105.
The first controller 101 includes a first core 1011 and a second core 1012, the second core 1012 including a first monitoring module 1013 and a control module 1014;
the second controller 102 includes a third core 1021 and a fourth core 1022, the fourth core 1022 including a second monitoring module 1023;
the third controller 105 includes a third monitoring module 1051;
the first kernel 1011 is connected to the sensors in the first sensor set 103, and the third kernel 1021 is connected to the sensors in the second sensor set 104.
In the automatic driving process, the path planning is carried out, and the state of the vehicle is controlled according to the planning result, so that the method is an important application scene of the domain controller.
The following describes an automatic driving area controller in the embodiment of the present application with a path planning scenario as an application scenario.
The sensors in the first set of sensors 103 include: radar, a front-view camera and a rear-view camera.
The first core 1011 is connected to the sensors in the first sensor set 103, and is configured to receive and process data collected by the sensors in the first sensor set 103, so as to obtain first data.
For the data processing process, the first core 1011 is specifically configured to: radar perception processing, forward-looking camera perception processing, rear-looking camera perception processing, multi-sensor fusion and path planning according to the result of the multi-sensor fusion.
Multi-sensor Fusion (MSF), which is an information processing process, refers to the analysis and processing of data from multiple sensors or sources using computer technology with preset criteria to accomplish the required decision and estimation. Data for multi-sensor fusion is typically acquired by a plurality or variety of sensors.
Through multi-sensor fusion, data acquired by a plurality of sensors/various sensors are comprehensively utilized to analyze vehicle information and environment information where the vehicle is located, so that the result of path planning is more scientific.
In one possible approach, the first core 1011 may include a first receiving module and a first processing module for receiving and processing data collected by the sensors in the first sensor set 103, respectively.
In some possible cases, the processing of the data collected by the different sensors (radar sensing processing, forward-looking camera sensing processing, rear-looking camera sensing processing) may be performed by different processing modules.
In some possible cases, the modules for radar-aware processing, forward-looking camera-aware processing, and rear-looking camera-aware processing may be distinguished from the modules for multi-sensor fusion and path planning.
In a possible manner, the first core 1011 may also be used to control the sensors in the first sensor set 103 for data acquisition.
Further, in some possible cases, the first core 1011 further includes a first control module for controlling the sensors in the first sensor set 103 to perform data acquisition.
The control module 1014 is configured to control the vehicle according to the result of the path planning obtained by the first core 1011.
Specifically, the control module 1014 controls the vehicle, including controlling the operating state of the vehicle, such as controlling various actuators of a steering system, a braking system, a powertrain, etc., of the vehicle.
The first monitoring module 1013 is configured to perform first-level monitoring, and specifically includes: the first core 1011 is monitored.
Specifically, the first monitoring module 1013 is configured to monitor: radar perception processing, forward-looking camera perception processing, rear-looking camera perception processing, multi-sensor fusion and path planning.
In some possible cases, the first monitoring module 1013 may also be configured to monitor the first core 1011 for receiving data.
In some possible cases, the monitored content may include: the transmission delay of data and the execution state of the program, such as non-execution, incomplete execution, execution error, and the like.
The first monitoring module 1013 is configured to perform a first level of monitoring and, when a fault occurs, send a blocking instruction to the control module 1014 to cause the first controller 101, for example, to cause the control module 1014 to enter an autonomous driving fault state.
In one possible implementation, the autonomous driving fault state may include: the automatic driving function is deactivated, or a preset safety state is entered.
The first-level monitoring function realized by the first monitoring module 1013 can monitor the processing process in the automatic driving process, and enter an automatic driving fault state when a fault is found, so that the safety of automatic driving is improved.
The first controller 101 includes a plurality of cores. The data collected by the sensor is processed by the first core 1011, monitoring is completed by the second core 1012, processing resources can be reasonably distributed according to actual requirements, and the cost of the domain controller is reduced on the basis of improving the safety and the real-time performance of automatic driving.
Further, in some possible implementations, the data processing efficiency of the first core 1011 is higher than that of the second core 1012.
The first core 1011 is configured to receive and process data acquired by sensors in the first sensor set 103, so as to obtain first data; the second core 1012 includes a first monitoring module 1013 and a control module 1014 for monitoring and control.
In the automatic driving process, more processing resources are needed for processing the data obtained by the sensors. Therefore, the first core 1011 has higher data processing efficiency and can process the data acquired by the detector more quickly, so that the real-time performance of automatic driving is improved; in addition, the data processing efficiency of the first core 1011 is higher than that of the second core 1012, so that the cost of the automatic driving domain controller can be reduced on the basis of improving the real-time performance of automatic driving, and the cost of the whole vehicle can be reduced.
Further, in some possible implementations, the second core 1012 has higher functional stability (or functional security), that is, stability of data processing. The stability here means that the second core 1012 can better maintain its own function after completing data processing for multiple times. For example, the second core 1012 is less prone to random failures after multiple processes are completed.
Because the second core 1012 is used for realizing a control function and a monitoring function, the vehicle control system has higher functional stability, can more stably realize vehicle control and controller monitoring, and reduces the error occurrence in the control and monitoring process, thereby improving the safety of automatic driving.
Further, in some possible cases, to reduce the cost of the autopilot domain controller, the functional stability of the second core 1012 may be higher than the functional stability of the first core 1011.
The sensors in the second set of sensors 104 include: looking around the camera and Inertial sensor (IMU).
The third kernel 1021 is connected with the sensors in the second sensor set 104, and is configured to receive and process data acquired by the sensors in the second sensor set 104 to obtain second data; and is further configured to send the second data to the first controller.
For the data processing process, the third core 1021 is specifically configured to: the method comprises the steps of looking around camera sensing processing and dead reckoning based on inertial sensor sensing processing.
The processing resources required for obtaining the second data are larger than the processing resources required for obtaining the first data.
In order to realize automatic driving of a vehicle, a plurality of detectors are generally required to collect data and process the data, and a processing result is obtained according to the data. Generally, in various detectors, compared with radar sensing processing, forward-looking camera sensing processing, backward-looking camera sensing processing, multi-sensor fusion and path planning according to the result of multi-sensor fusion, dead reckoning according to data acquired by the inertial sensor and around-looking cameras is performed, and required processing resources are large.
Other possible implementations and possible situations of the third core 1021 are similar to those of the first core 1011, and are not described here again.
In the present embodiment, data collected by the sensors in the second sensor set 104 is processed by the third core 1021.
Compared with the situation that one controller completes the processing, the scheme of the embodiment can complete the processing together through a plurality of controllers, and the situation that the computing capacity of the processor is insufficient to limit the safety and the real-time performance of automatic driving is reduced.
The second controller does not need to directly control the vehicle under normal conditions, and can allocate more processing resources for the processing process of obtaining the second data. Therefore, the second controller carries out the processing process with large required processing resources, namely, the processing of obtaining the second data is carried out, and the scheme of the application can improve the real-time performance of automatic driving compared with the direct control of the vehicle by two controllers.
The third core 1021 is further configured to send the second data to the first core 1011, so that the first core 1011 performs multi-sensor fusion and path planning according to the second data.
In a possible implementation manner, the performing, by the first core 1011, multi-sensor fusion and path planning according to the second data may include: and performing multi-sensor fusion and path planning according to the first data and the second data.
The second monitoring module 1023 is used for performing second-level monitoring, and specifically includes: the second core 1012 and the third core 1021 are monitored.
The second core 1012 is also configured to send status information to the second monitoring module 1023.
The second monitoring module 1023 is specifically configured to determine whether the second core 1012 fails according to the received status information.
The state information refers to a state of the first controller, and may specifically include state information of the second core.
Specifically, the second monitoring module 1023 is used to monitor the second core 1012, including the first monitoring module 1013 and the control module 1014; the second monitoring module 1023 is configured to monitor the third core 1021, and includes: look around the dead reckoning that the camera perception was handled, was handled based on inertial sensor perception.
In some possible cases, the second monitoring module 1023 may also be used to monitor the data received by the third core 1021.
The second monitoring module 1023 is configured to perform a second level of monitoring and, in the event of a fault, send a blocking command to the control module 1014 to cause the first controller 101, e.g., the control module 1014, to enter an autopilot fault state.
The second monitoring module 1023 is also used for controlling the vehicle when it is monitored that the first controller is out of order.
When the first controller fails, the first controller controls the vehicle, which may cause danger, and the second controller controls the vehicle.
The second monitoring module 1023 is used for the second level monitoring, and the specific content, specific mode and effect of the monitoring are similar to the first monitoring module 1013. Therefore, the description thereof is omitted.
The second controller 1021 includes a plurality of cores. The data collected by the sensor is processed by the third core 1021, monitoring is completed by the fourth core 1022, processing resources can be reasonably distributed according to actual requirements, and the cost of the domain controller is reduced on the basis of improving the safety and the real-time performance of automatic driving.
Further, in some possible implementations, the data processing efficiency of the third core 1021 is higher than that of the fourth core 1022.
The third kernel 1021 is configured to receive and process data acquired by sensors in the second sensor set 104 to obtain second data; the fourth core 1022 includes a second monitoring module 1023 for monitoring.
In the automatic driving process, more processing resources are needed for processing the data obtained by the sensors. Therefore, the third core 1021 has higher data processing efficiency, and can process the data acquired by the detector more quickly, so that the real-time performance of automatic driving is improved; in addition, the data processing efficiency of the third core 1021 is higher than that of the fourth core 1022, so that the cost of the domain controller can be reduced on the basis of improving the real-time performance of automatic driving, and the cost of the whole vehicle can be reduced.
Further, in some possible implementations, the fourth core 1022 has higher functional stability (or functional security), that is, stability of data processing. The stability here means that the fourth core 1022 can better maintain its own function after completing multiple data processing. For example, the fourth core 1022 is less likely to experience random failures or the like after completing a plurality of processes.
Because the fourth core 1022 is used for realizing a control function and a monitoring function, the vehicle control system has higher functional stability, can more stably realize vehicle control and controller monitoring, and reduces the error occurrence in the control and monitoring process, thereby improving the safety of automatic driving.
Further, in some possible cases, to reduce the cost of the autopilot domain controller, the functional stability of the fourth core 1022 may be higher than the functional stability of the third core 1012.
The third monitoring module 1051 is configured to perform third-level monitoring, and specifically includes: the fourth core 1022 is monitored.
Specifically, the third monitoring module 1051 is used for monitoring the second monitoring module 1023.
The second monitoring module 1023 is further configured to send the second status information to the third monitoring module 1051.
The third monitoring module 1051 is specifically configured to determine whether the fourth core 1022 fails according to the received second status information.
The second state information refers to a state of the second controller, and may specifically include state information of the fourth core 1022 and/or state information of the second monitoring module 1023.
The third monitoring module 1051 is configured to perform a third level of monitoring and, when a fault occurs, send a blocking command to the control module 1014 to cause the first controller 101, e.g., the control module 1014, to enter an autopilot fault state.
The third monitoring module 1051 is also configured to control the vehicle when it is monitored that the second controller is malfunctioning.
When the second controller fails, the vehicle is controlled by the first controller/the second controller, danger may occur, and the vehicle may be controlled by the third controller.
The third monitoring module 1051 is used for monitoring the third level of monitoring, and the specific content, specific manner, and the effect that can be achieved are similar to the first monitoring module 1013. Therefore, the description thereof is omitted.
The first monitoring module 1013, the second monitoring module 1023 and the third monitoring module 1051 are respectively used for the first-stage monitoring, the second-stage monitoring and the third monitoring. Although the present embodiment adopts a step-by-step monitoring strategy, when a failure occurs in one of the three steps, a blocking instruction is sent to the control module 1014, so that the first controller 101 enters an automatic driving failure state, thereby improving the safety of automatic driving.
For example, when the third monitoring module 1051 monitors that the second controller 102 has a fault, the second monitoring module 1023 is unreliable for monitoring the first controller 101, and therefore, a fault instruction is directly sent to the control module 1014 of the first controller 101 through the third monitoring module 1051, so that the first controller 101 enters an automatic driving fault state, and the safety problem caused by unreliable monitoring result of the second monitoring module 1023 is reduced, thereby improving the safety of automatic driving.
The automatic driving area controller in the embodiment adopts a three-level monitoring strategy.
Compared with single-stage monitoring, three-stage monitoring is adopted in the embodiment, and a more stable monitoring effect can be realized through a layered monitoring strategy; moreover, the third controller is not used for processing the data acquired by the sensor, so that compared with the first controller and the second controller, the third controller has fewer fault conditions caused by processing a large amount of data, and more stable monitoring can be realized; in addition, the third-level monitoring can identify the fault condition of the second controller, and the stability of the monitoring of the first controller is improved by improving the stability of the second-level monitoring, so that the safety of automatic driving is improved; moreover, when a certain level in the three-level monitoring fails, a blocking instruction is sent so that the first controller enters an automatic driving failure state, the safety problem caused by unreliable monitoring results of the middle level is reduced, and the safety of automatic driving is improved.
In conclusion, the safety of automatic driving can be improved by adopting the automatic driving domain controller with the three-level monitoring strategy.
The first controller 101 includes a first core 1011 and a second core 1012, and the second controller 102 includes a third core 1021 and a fourth core 1022.
Since the first core 1011 and the third core 1021 are used for a large amount of data processing, the first core 1011 and the third core 1021 may include controllers with strong operation capability.
Since the second core 1012 is used for monitoring and controlling the vehicle and the fourth core 1022 is used for monitoring, the second core 1012 and the fourth core 1022 may include controllers having strong functional stability to improve stability of the control process and the monitoring process, thereby improving safety of automatic driving.
A chip model TDA4 may include multiple cores. For example, a TDA4 chip includes two cores, i.e., an a core with stronger computing power and an M core with stronger functional stability.
Specifically, the TDA4 chip passes the ISO26262 functional security certification standard, in which the functional security level of the a core of the TDA4 chip is ASIL-B, and the functional security level of the M core of the TDA4 chip is ASIL-D, that is, the M core of the TDA4 chip has a two-step higher functional security level than the a core of the TDA4 chip.
In one possible implementation, based on the characteristics of the TDA4 chip, the TDA4 chip may be used for both the first controller 101 and the second controller 102.
Specifically, the first controller 101 is taken as an example for description, and the second controller 102 is similar to the first controller 101 and is not described herein again.
The first controller 101 adopts a chip of a TDA4 model, takes an A core of the chip as a first core 1011 of the first controller 101, and processes data by utilizing the A core with stronger processing efficiency in the TDA4 chip; the M core of the chip is used as the second core 1012 of the first controller 101, and the M core with stronger functional stability in the TDA4 chip is used to realize monitoring and control processes, so as to better exert the functions of the chip.
Similarly, the second controller 102 also adopts a chip of model TDA4, the a core of the chip is used as the second core 1021 of the second controller 102, and the M core of the chip is used as the fourth core 1022 of the second controller 102, for the similar reason as the above-mentioned first controller 101, which is not described herein again.
The third controller 103 is configured to monitor a processing procedure and a result of the fourth core 1022 in the second controller 102, and a model of a specific adopted chip may be determined according to an actual requirement. For example, a chip of type TC397 may be employed in consideration of cost and technical maturity.
The following is an example of implementing three-level monitoring by using the three types of chips, where the first controller 101 is TDA4-1 (including a core and M core), the second controller 102 is TDA4-2 (including a core and M core), and the third controller 103 is TC 397.
When the M core of the TDA4-2 monitors that the TDA4-1 (the A core or the M core) has a fault, generating a diagnostic error Code (DTC), and prohibiting the M core of the TDA4-1 from continuing to control the running state of the vehicle;
when the TC397 monitors that the TDA4-2 (the A core or the M core) has faults, a diagnostic error Code (DTC) can be generated, and the M core of the TDA4-1 is prohibited from continuously controlling the running state of the vehicle. At this time, since the TDA4-2 has unreliable monitoring result of TDA-1, even if TDA-1 itself has not reported an error, it is necessary to issue an instruction from TC397 to block the control of the M-based check of TDA-1 to the vehicle running state, so as to improve the safety of automatic driving.
The present application further provides a vehicle.
The vehicle in the embodiment of the present application is equipped with the automatic driving range controller in any of the above embodiments.
The automatic driving area controller included in the vehicle can achieve the same technical effects as the automatic driving area controller in the above embodiments, and is not described herein again to avoid repetition.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. An autonomous driving domain controller, the autonomous driving domain controller comprising a first controller and a second controller, wherein:
the first controller is connected with the second controller;
the first controller is used for processing data acquired by the sensors in the first sensor set to obtain first data;
the second controller is used for processing data acquired by the sensors in the second sensor set to obtain second data, sending the second data to the first controller, and sending a fault instruction to the first controller when monitoring that the first controller has a fault; processing resources required for obtaining the second data are larger than processing resources required for obtaining the first data;
the first controller is further used for controlling the vehicle according to the first data and the second data, and entering an automatic driving fault state when the fault instruction is received.
2. The autonomous driving domain controller of claim 1, further comprising a third controller, wherein:
the third controller is respectively connected with the first controller and the second controller;
the third controller is used for sending a second fault instruction to the first controller when the second controller is monitored to have a fault;
and the first controller is further used for entering an automatic driving fault state when the second fault instruction is received.
3. The autopilot domain controller of claim 1 wherein the first controller includes a first core and a second core, wherein:
the first core is used for processing data acquired by the sensors in the first sensor set to obtain first data;
the second core is used for controlling the vehicle according to the first data and the second data and entering an automatic driving fault state when the fault instruction is received;
the data processing efficiency of the first core is higher than that of the second core.
4. The autopilot domain controller of claim 1 wherein the second controller includes a third core and a fourth core, wherein:
the third core is used for processing data acquired by the sensors in the second sensor set to obtain second data;
the fourth core is used for sending a fault instruction to the first controller when the first controller is monitored to have a fault;
the data processing efficiency of the third core is higher than that of the fourth core.
5. The autopilot domain controller of claim 1,
the first controller is also used for sending state information to the second controller;
the second controller is further configured to determine whether the first controller fails according to the received status information.
6. The autonomous driving domain controller of claim 2,
the second controller is further configured to send second status information to the third controller;
and the third controller is further configured to determine whether the second controller fails according to the received second state information.
7. The autopilot domain controller of claim 1 wherein the sensors in the second set of sensors include a look-around camera and an inertial sensor;
the second controller is specifically configured to process data acquired by the panoramic camera and perform dead reckoning according to the data acquired by the inertial sensor to obtain the second data.
8. The autopilot domain controller of claim 1 wherein the first controller is specifically configured to:
deactivating an automatic driving control function when the fault command is received.
9. The autopilot domain controller of claim 1,
the first controller is specifically used for determining a vehicle running path according to the first data and the second data;
and controlling the vehicle according to the vehicle running path.
10. A vehicle, characterized in that it is equipped with an autopilot domain controller according to any one of claims 1 to 9.
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| CN202111473275.3A CN114237104A (en) | 2021-12-02 | 2021-12-02 | Automatic driving area controller and vehicle |
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