EP3980856A1 - Procédé et dispositif pour faire fonctionner un véhicule - Google Patents

Procédé et dispositif pour faire fonctionner un véhicule

Info

Publication number
EP3980856A1
EP3980856A1 EP20725453.3A EP20725453A EP3980856A1 EP 3980856 A1 EP3980856 A1 EP 3980856A1 EP 20725453 A EP20725453 A EP 20725453A EP 3980856 A1 EP3980856 A1 EP 3980856A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
operator
transmission channel
active
passive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20725453.3A
Other languages
German (de)
English (en)
Inventor
Behzad BENAM
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3980856A1 publication Critical patent/EP3980856A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
    • G05D1/028—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using a RF signal
    • G05D1/0282—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using a RF signal generated in a local control room
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/0011—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots associated with a remote control arrangement
    • G05D1/0038—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots associated with a remote control arrangement by providing the operator with simple or augmented images from one or more cameras located onboard the vehicle, e.g. tele-operation

Definitions

  • the present invention relates to a method for operating a
  • the present invention also relates to a
  • Vehicle guidance interface (“driver's workplace”) and require a drivable person authorized to drive the vehicle as the vehicle occupant, who is able to take over the guidance of the automated vehicle (AV) if necessary.
  • AV automated vehicle
  • ToD teleoperated driving
  • the driving task and / or the vehicle can be remotely controlled by an external operator in overcoming technical inadequacies of the (partially) autonomous driving system or challenging scenarios - such as diversions via alternative and unconventional routes or routes a control center, the so-called operator, temporarily supported and / or completely taken over.
  • the vehicle and control center or their operator are connected to one another by a cellular network with low latency and high data rate.
  • No. 9,494,935 B2 discloses computer devices, systems and methods for remote control of an autonomous passenger vehicle.
  • the vehicle sensors can provide data about the vehicle and the unexpected
  • Capture environment including images, radar and lidar data, etc.
  • the captured data can be sent to a remote operator.
  • the remote operator can operate the vehicle remotely manually or give instructions to the autonomous vehicle by various
  • Vehicle systems are to be executed.
  • the collected data sent to the remote operator can be optimized to save bandwidth, e.g. B. a limited subset of the recorded data is sent.
  • a vehicle according to US Pat. No. 9,767,369 B2 can receive one or more images of the surroundings of the vehicle.
  • the vehicle can also have a
  • the vehicle can also match at least one feature in the images with one or more features in the map.
  • the vehicle may also identify a particular area in the one or more images that corresponds to a portion of the map that is a threshold distance from the one or more features.
  • the vehicle can also compress the one or more images or sensor signals in order to record a smaller amount of details in the recording areas than the given area.
  • the vehicle can do the
  • An exemplary method includes operating an autonomous vehicle in a first autonomous mode.
  • the method may also include identifying a situation in which a confidence level of autonomous operation in the first autonomous mode is below one Threshold level is.
  • the method may further include sending a request for assistance to a remote assistant, the request including sensor data that is part of an environment of the autonomous
  • the method can additionally include receiving a response from the remote assistant, the response indicating a second autonomous operating mode.
  • the method can also cause the autonomous vehicle to operate in the second autonomous mode according to the response from the remote assistant.
  • No. 9,720,410 B2 discloses a further method for remote support for autonomous vehicles in predetermined situations.
  • the invention provides a method for operating a vehicle, a corresponding device, a corresponding computer program and a corresponding machine-readable storage medium according to the independent claims.
  • a core aspect of the invention is to provide a secure method for putting a ToD system in a secure state.
  • Various risks with regard to data communication are taken into account, which could put the system in an undefined state or cause a dangerous situation, injure people or damage the traffic infrastructure.
  • a basic idea of the invention is therefore to take all these risks into account and to create a system which is optimized to offer security in all ToD scenarios.
  • the safety standard ISO 26262 specifies a wide variety of measures to achieve the safety goals of a system with regard to random hardware errors or systematic errors.
  • the hazard analysis and risk assessment (HARA) to be carried out takes into account relevant requirements in the early phases of the development process.
  • An AV needs due to its Complexity, however, more regulations and future developments in order to
  • the main complexity consists in the fact that the driver is not necessarily available and able to perform the driving tasks and the responsibility for the safety tasks
  • the advantage of a solution according to the invention is that the ToD system is monitored by three system elements: an active operator (AOP) embodied by a passive operator (POP)
  • AOP active operator
  • POP passive operator
  • the system reacts as soon as one of these elements fails.
  • the vehicle connects to active operators in both countries before crossing a border. This approach allows both domestic and cross-border scenarios to be covered in a single solution.
  • three function reduction levels can be provided in order to increase the system availability and, if this is not possible, to bring the vehicle into a safe position or some other safe state within a specified fault tolerance time (FTT).
  • FTT fault tolerance time
  • the avoidance of failures due to common cause can be provided by the choice of redundant network operators.
  • QoS quality of service
  • the response time in the event of a system failure is increased by a higher level of intelligence and number
  • FIG. 1 an overview of a ToD system
  • Figure 2 shows the normal operation of the ToD system within a country.
  • Figure 3 shows a reduction in function at level A.
  • Figure 4 shows a reduction in functionality at level B.
  • Figure 5 shows the function reduction steps at levels A and B.
  • Figure 6 shows the function reduction stage C.
  • Figure 7 shows an overview of a cross-border ToD scenario.
  • Figure 8 a cross-border transfer of responsibility.
  • FIG. 9 the state after crossing the border.
  • a teleoperated vehicle (20) is part of a system - comprising several subsystems - to which the operator (25) in the control center (26), the The backend (27), the infrastructure (28, 29) - for example in the form of a wireless (28) or wired (29) communication network - and the teleoperated vehicle (20) itself belong (see FIG. 1).
  • a ToD scenario to be considered is the crossing of a national border and the necessity associated with this transition to change the mobile network provider during a ToD driving task.
  • a measure is defined for each of these risks, by means of which a safe behavior of the overall system can be guaranteed.
  • the mobile radio channel (28) is not suitable for functions that are exposed to hazards that go beyond the usual quality management (QM) requirements, and thus not safe enough for safety-critical functions such as automated driving.
  • QM quality management
  • the cellular signal is sometimes weak or interrupted (QoS).
  • At least two operators (25) are required. At least one operator (25) is required for the former and two operators (25) are required for the cross-border scenario.
  • a human operator (25) with corresponding algorithms in the control center (26) is referred to below as AOP, and a purely computer-implemented algorithm for performing certain tasks in the cloud (27) is referred to as POP.
  • POP a purely computer-implemented algorithm for performing certain tasks in the cloud
  • Cross-border operation At least two AOPs are required.
  • At least one AOP and one POP are
  • Degradation level A Only one AOP is available, where t out1 denotes the time span acceptable to replace the operator (25).
  • t out2 ⁇ t out1 denotes the period of time acceptable to replace the operator (25).
  • Functional impairment level C Neither an AOP nor a POP is available and the vehicle (20) can be operated fully autonomously with the fault tolerance time t out3 .
  • the goal in all impairment levels A, B and C is that
  • the POP or the underlying computer-implemented algorithm is responsible for putting the automated vehicle (20) into the safe state within the time t out5 .
  • the AOP is responsible for putting the automated vehicle (20) into the safe state within the time t out4 .
  • QoS (t) denotes the QoS as a function of time for recording and prediction.
  • QoS denotes the QoS as a function of the location of the
  • the computer-implemented algorithm underlying the POP should offer a minimum amount of the services listed below without including an AOP: I. Establishing a standby communication with the control center (26) in order to connect to an AOP within a certain time if the vehicle (20) is requested to do so,
  • Control center (26) and backend (27) are interrupted or weak
  • Figure 2 shows the normal operation (11) of the ToD system in a domestic scenario
  • Figure 3 shows an interruption or disruption of the
  • the system is the
  • Time span t out1 is available to react to this triggering event by first looking for a new POP. If one is found, the system goes back to normal operation (11), otherwise to
  • Vehicle (20) controls is responsible for getting it to a safe place as soon as possible. If not within the time period t out1 is possible, the system goes to degradation level B (see Figure 5).
  • Figure 4 illustrates an interruption or failure of the active
  • FIG. 6 illuminates an interruption or disturbance of both the active (19) and the standby transmission channel (24).
  • the system is responsible for monitoring both Degradation Level A and Degradation Level B. If the vehicle (20) is still not in a safe state or in a safe location after a predetermined period of time has elapsed , it is itself responsible for putting itself into a safe state or a safe place within the time period t out3
  • FIG. 7 shows normal operation (11) of the ToD system in one
  • cross-border scenario In this scenario, the strategy followed is to have two AOPs (41, 42) in order to transfer responsibility from the first AOP (41) to the second AOP (42). After the latter has confirmed the willingness to assume responsibility, the handover is carried out as shown in FIG. 8, whereupon the connection with the first AOP (41) changes to a passive connection with the first POP (31). As soon as the border is passed, the POP (31) from the first country (61) is replaced by a new POP (31) from the second country (62) (see FIG. 9). All the impairment strategies shown for the domestic scenario are also valid for the cross-border scenario.
  • This method (10) can, for example, in software or hardware or in a mixed form of software and hardware, for example in one
  • Control unit of the vehicle (20) can be implemented.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé (10) pour exploiter un véhicule (20) par téléopération, le procédé étant caractérisé par les caractéristiques suivantes : - en fonctionnement normal (11), le véhicule (20) est en communication active (19) avec un premier opérateur actif (41) dans un premier centre de contrôle (51) via un premier opérateur passif (31) sur un canal de transmission actif (18), pendant qu'un canal de transmission de secours (23) commuté par un deuxième opérateur passif (32) vers une deuxième station de contrôle (52) est en état de fonctionnement (24), et - si le canal de transmission de secours (24) tombe en panne (12), un troisième opérateur passif est recherché (13) et, s'il est trouvé (14) en un premier intervalle de temps (21), le fonctionnement normal (11) est maintenu.
EP20725453.3A 2019-06-08 2020-05-05 Procédé et dispositif pour faire fonctionner un véhicule Pending EP3980856A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019208403.6A DE102019208403A1 (de) 2019-06-08 2019-06-08 Verfahren und Vorrichtung zum Betreiben eines Fahrzeuges
PCT/EP2020/062372 WO2020249305A1 (fr) 2019-06-08 2020-05-05 Procédé et dispositif pour faire fonctionner un véhicule

Publications (1)

Publication Number Publication Date
EP3980856A1 true EP3980856A1 (fr) 2022-04-13

Family

ID=70681790

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20725453.3A Pending EP3980856A1 (fr) 2019-06-08 2020-05-05 Procédé et dispositif pour faire fonctionner un véhicule

Country Status (3)

Country Link
EP (1) EP3980856A1 (fr)
DE (1) DE102019208403A1 (fr)
WO (1) WO2020249305A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9720410B2 (en) 2014-03-03 2017-08-01 Waymo Llc Remote assistance for autonomous vehicles in predetermined situations
US9465388B1 (en) 2014-03-03 2016-10-11 Google Inc. Remote assistance for an autonomous vehicle in low confidence situations
US9384402B1 (en) 2014-04-10 2016-07-05 Google Inc. Image and video compression for remote vehicle assistance
US9494935B2 (en) 2014-11-13 2016-11-15 Toyota Motor Engineering & Manufacturing North America, Inc. Remote operation of autonomous vehicle in unexpected environment
CN107438798A (zh) * 2016-08-12 2017-12-05 深圳市大疆创新科技有限公司 一种冗余控制方法、装置及系统
CN108698693A (zh) * 2017-10-23 2018-10-23 深圳市大疆创新科技有限公司 控制方法、无人飞行器、服务器和计算机可读存储介质

Also Published As

Publication number Publication date
WO2020249305A1 (fr) 2020-12-17
DE102019208403A1 (de) 2020-12-10

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