SE538082C2 - System configuration and method for enabling autonomous operation of a vehicle - Google Patents

Abstract

SUMMARY The invention relates to a system configuration for enabling autonomous operation of a vehicle (100), comprising: - a first bearing (210) arranged to determine an environment configuration and to generate at least one control signal for autonomous operation of said vehicle based on said environment configuration; - a second layer (220) arranged to adapt said control signal from said first layer (210) to a third layer (230), and - a first data interface (215) arranged in communicative connection with said first layer (210) and said second layer (220), used in said first data interface (215) is arranged to transmit said at least one control signal for said operation from said first layer (210) to said second layer (220), and wherein said data interface (215) is configured according to a determined standard independent of the first layer (210) and the second layer (220). The invention also relates to a method for enabling autonomous operation of a vehicle and a vehicle (100; 110) adapted to enable autonomous operation in accordance with said system configuration.

Description

TECHNICAL FIELD The present invention relates to a system configuration for enabling autonomous operation of a vehicle, a method for enabling autonomous operation of a vehicle and a vehicle adapted for autonomous operation of a vehicle. such a system configuration.

BACKGROUND OF THE INVENTION AND PRIOR ART Driving a motor vehicle places high demands on the operator as there are many complex predictable and unpredictable situations to consider.

Today, there are aids to facilitate the operator's work, such as adaptive cruise control, emergency brake, anti-roll bar and the like. However, these aids require that there is an operator in the motor vehicle who can assess the situation himself and take appropriate action.

The operator constitutes a large part of the operating cost for a motor vehicle, even in cases where the load on the operator is very low. This is the case, for example, in mining applications where the grains often consist of loading at one point, and then driving to a second point and loading ay. Another example is when transporting passengers between an aircraft and an airport terminal. In these applications, traffic conditions are controlled and there are no pedestrians, cyclists or similar disturbances. Mines, for example, are also often located in such a way that transport and infrastructure are required for staff. This generates large costs. In order to minimize costs, it is therefore advisable to completely automate the driving of motor vehicles in certain types of operation. In order to drive a motor vehicle autonomously on a safe salt, that is to say without an operator / driver steering the motor vehicle in place in the vehicle, a good idea of the motor vehicle's surroundings is required. This can be achieved through the use of sensors with high precision and advanced information processing as well as communication between the motor vehicle's various control units. Developing and implementing such a solution for autonomous operation of a motor vehicle is time consuming and costly.

Various methods and systems have been proposed in the prior art for achieving autonomous operation of vehicles.

The document US 2012/0239238 A1 describes how an industrial truck is steered autonomously along a defined path by using a steering and navigation system. The path can be defined by a cable under the floor, tape or other references on the floor, which the steering and navigation system 'Kanner ay.

This solution certainly ensures autonomous operation of the truck but requires a pre-defined path along which the truck is to be driven and an internal steering and navigation system.

US 2012035787 describes an autonomous system for a UAV (Unmanned Aerial Vehicle).

US 2013245857 describes an autonomous vehicle with so-called "Plug- and Play" modules connected by a common communication bus.

Despite known solutions in the field, there is still a need to further develop a cost-effective system and procedure for enabling autonomous operation of a motor vehicle, which minimizes operating costs and development costs.

There is a need to provide vehicles that are flexible in terms of installation / retrofitting / modifications / upgrades of subsystems for autonomous 2 operation. There is a need to provide reliable autonomous vehicles that can be used in various applications and which vehicles are also safe for people in the vicinity of the vehicle.

SUMMARY OF THE INVENTION An object of the present invention is to provide a versatile and user-friendly system configuration which enables the autonomous operation of a motor vehicle.

An object of the present invention is to provide a system configuration for enabling autonomous operation of a motor vehicle, where different suppliers of systems and / or services can easily implement these in the vehicle.

An object of the present invention is to provide a system configuration for enabling autonomous operation of a vehicle, which enables operating costs and development costs to be kept to a minimum.

A further object of the present invention is to provide a system configuration for enabling autonomous operation of a vehicle, which are things for the motor vehicle as well as objects and persons in its vicinity.

Another object of the present invention is to achieve a system configuration for the autonomous operation of a vehicle, whereby the said system configuration enables the use of already existing package solutions for autonomous control.

A further object of the present invention is to provide a system configuration for enabling autonomous operation of vehicles, wherein said system configuration enables centralized monitoring and control of a vehicle fleet. An object of the present invention is to provide a cost-effective method for enabling autonomous operation of a vehicle.

An object of the present invention is to provide a method for enabling autonomous operation of a vehicle which is safe for the vehicle as well as for objects and persons in its vicinity.

Another object of the present invention is to provide a method for enabling autonomous operation of a vehicle, this method enabling the use of already existing package solutions for autonomous control.

A further object of the present invention is to provide a method for enabling autonomous operation of a vehicle which enables centralized monitoring and control of a vehicle fleet.

The above objects are achieved by a system according to claim 1 and by a method according to claim 9.

According to one aspect of the present invention, there is provided a system configuration for enabling autonomous operation of a vehicle, comprising: - a first layer arranged to determine an environment configuration and to generate at least one control signal for autonomous operation of said vehicle based on said environment configuration; a second layer arranged to adapt said control signal from said first layer to a third layer, said second layer being a static configuration; and - a first data interface arranged in communicative connection with said first layer and said second layer, used in said first data interface being arranged to transmit said at least one control signal for autonomous operation from said first layer to said second layer, the data interface being 4 gured according to a predetermined standard independent of the first layer and the second layer.

By designing the first data interface according to a predetermined standard, one and the same first data interface can be used regardless of vehicle manufacturer and / or vehicle type. On the same salt, one and the same first data interface can be used regardless of the supplier of the first layer. Thus, the data interface is configured according to a predetermined standard independent of the first layer and the second layer. An advantage of the present invention is that said standardized data interfaces allow the use of both the existing sisters of the vehicle and future vehicle systems.

By arranging a data interface in communicative connection with the first layer and the second layer, two-way communication between the first layer and the second layer is made possible. Because the first data interface is configured according to a predetermined standard independent of the first layer and the second layer, the first layer can consist of an external control system for autonomous operation already existing on the market and the second layer can consist of a pre-internal control system. The first data interface means that an external and an internal control system can communicate with each other. External control system refers to a control system provided by another party to the vehicle manufacturer. An external control system may comprise components arranged in the vehicle and / or components arranged separately from the vehicle. Because the first data interface enables two-way communication between the first layer and the second layer, the vehicle can thus be controlled either manually by an operator of the motor vehicle or autonomously on the basis of the control signal generated at the first layer.

Said second layer is preferably a static configuration. Because the second layer is statically configured as opposed to dynamically configured, the said system configuration differs from the market known as plug-and-play systems.

Said first layer may be arranged to determine a travel path for the vehicle on the basis of said established external configuration.

Said first bearing may be arranged to control the autonomous operation of said vehicle by continuously controlling the navigation of said vehicle.

Said system configuration may comprise: - a second data interface arranged in communicative connection with said second layer and said third layer, said data interface being arranged to transmit a custom control signal from said second layer to said third layer.

By adapting the signal from the first layer by means of the second layer, an adapted signal is provided which the third layer can interpret and execute. The second data interface enables two-way communication between the second layer and the third layer, so that the third layer can control the vehicle in accordance with the control signal from the first layer.

Said third layer may comprise a vehicle internal control system and at least one control member. The said third bearing is formally part of a vehicle's basic version of manual operation of the said vehicle.

Said system configuration may comprise a fourth layer arranged for communication with said first layer via a third data interface.

Said fourth layer may include an operator-controlled control unit.

By arranging a fourth layer for communication with the first layer, an operator can by means of the fourth layer generate an assignment signal for a desired assignment. The assignment signal can be transmitted through the third data interface to the first layer, which first layer breaks down the assignment signal 6 and generates a control signal for driving the vehicle autonomously in accordance with the assignment signal.

The command signals generated by the fourth layer suitably include high level commands such as running from position A to position B. The first layer is arranged to break down these high level commands into commands at a lower level, i.e. more detailed control parameters such as a specific speed , braking action, gear or steering angle. The second layer is arranged to adapt the signals from the first layer including commands, so that the vehicle internal third layer can interpret and execute said layer level commands. The third layer thus constitutes the layer at the lowest level in the said system configuration and the fourth layer constitutes the layer at the highest level. The lower the level in the system configuration, the more detailed the control.

In the system configuration, at least said first layer and said second layer may be arranged to feedback information regarding the operating condition and / or performance of the vehicle.

Because the first bearing and the second bearing can feedback information regarding the vehicle's operating condition and / or performance, a system configuration is achieved, which on the basis of the feedback can control the vehicle safely.

According to one aspect of the present invention, there is provided a method for enabling autonomous operation of a vehicle comprising the steps of: - determining a world configuration by means of a first layer; - generate at least one control signal for autonomous operation based on said environment configuration, by means of said first layer; Transfer said control signal for autonomous operation from said first layer to a second layer, by means of a first data interface, said second layer being a static configuration and wherein the data interface is configured according to a predetermined standard independent of the first layer and the second layer; and 7 - adjusting said control signal for autonomous operation for a third layer, by means of said second layer.

The procedure for enabling autonomous operation of a vehicle may further comprise the step of: - determining a carriageway for the vehicle on the basis of said established external configuration, by means of said first layer.

The procedure for the autonomous operation of a vehicle may further comprise the step of: - continuously controlling the navigation of said vehicle, by means of said first bearing.

The method of enabling autonomous operation of a vehicle may further comprise the step of: - Transferring an adapted control signal from said second layer to said third layer, by means of a second data interface.

The method for enabling autonomous operation of a vehicle may further comprise the step of: - enabling communication between said first layer and a fourth layer, by means of a third data interface.

The process of autonomous operation of a vehicle may further comprise the step of: - reconnecting information regarding the operating condition and / or performance of the vehicle from at least said second layer to said first layer.

Some of the above objects can be achieved with a vehicle comprising a system configuration for enabling autonomous operation. Said vehicle may be an overhead motor vehicle. Said vehicle can be a truck, bus or car. Said motor vehicle may be something of a forestry machine, mining machine, wheel loader or dump truck. According to one aspect of the invention, computer programs are provided, wherein said computer program comprises program code for performing the method steps according to any of claims 9-14, wherein said program code is run on a computer.

According to one aspect of the invention, there is provided a computer program product comprising a program code for performing the process steps of any of claims 9-14, wherein said program code. , when the said program code is crossed on an electronic control unit.

According to one aspect of the present invention, there is provided a computer program product comprising a program code stored on a computer readable medium for performing any of the above-mentioned procedure steps when said program code is crossed on an electronic control unit.

According to one aspect of the present invention, there is provided a computer software product comprising a program code stored on a computer readable medium for performing any of the said steps in said process code. stored on an internal memory of a computer, comprising a computer program comprising program code arranged to perform any of the above-mentioned method steps, said program code being crossed on an electronic control unit.

Further objects, advantages and novel features of the present invention will become apparent to those skilled in the art from the following details, as well as through the practice of the invention. While the invention is described below, it will be apparent that the invention is not limited to the specific details described. Those skilled in the art 9 having access to the teachings will again appreciate further applications, modifications and incorporations within other fields which are within the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS For a more complete understanding of the present invention and further objects and advantages thereof, reference is now made to the following detailed description which is to be read in conjunction with the following drawings in which like reference numerals refer to like parts throughout the several parts. the figures, and in which: Fig. shows a schematic side view of a vehicle; Fig. 1b schematically shows a vehicle fleet including a number of vehicles and a control center; Fig. 2 schematically shows a system architecture for enabling automatic operation of a vehicle, according to an aspect of the present invention; Fig. 3 schematically shows a first layer, according to an aspect of the present invention; Fig. 3b schematically shows a second layer, according to an aspect of the present invention; Fig. 3c schematically shows a third layer, according to an aspect of the present invention; Fig. 3 schematically shows a fourth layer, according to an aspect of the present invention; Fig. 4 shows a flow chart of a procedure for enabling autonomous operation of a vehicle, according to an aspect of the present invention; Fig. 4b shows a flow chart of a procedure for enabling autonomous operation of a vehicle, according to an aspect of the present invention; Fig. Schematically shows a computer, according to an aspect of the present invention.

DETAILED DESCRIPTION OF THE INVENTION Fig. 1a shows a side view of a vehicle 100. Said vehicle 100 may be a motor vehicle. The exemplary vehicle 100 comprises a tractor 110 and a trailer 112. It was stated that said vehicle 100 can then be constituted by any suitable vehicle. The motor vehicle 100 may include a system configuration for enabling autonomous operation of the motor vehicle, in accordance with an embodiment of the present invention. According to one embodiment, said vehicle 100 is adapted for autonomous operation. According to one embodiment, said vehicle 100 is adapted to the inventive system configuration.

According to an exemplary method, said vehicle 100 is a truck equipped with a tipper. Said vehicle 100 may include any suitable automated equipment, such as a crane or bucket for loading / unloading goods. Said automated equipment may include attachments, such as a pick or plow. Said automated equipment may include agricultural implements, such as a harrow. The said automated equipment may include forestry units, such as a sawing machine and grab claw. Said vehicle 100 may be a ground-going vehicle. Said vehicle 100 may, according to one method, be a vehicle adapted for mining applications. Said vehicle 100 may, according to one embodiment, be a vehicle adapted for forest applications. Said vehicle can be a so-called heavy vehicle, such as a truck, bus, wheel loader, forestry machine, dump truck, mining machine, tracked vehicle or tank. The vehicle 100 can alternatively be a passenger car. The vehicle 100 may be a commercial vehicle.

The vehicle 100 may, according to one method, be a hybrid vehicle. According to one method, the vehicle 100 can be an electric vehicle with an electric motor.

The vehicle can be driven autonomously in a first layer by means of signals from said fourth layer and / or first layer and be operated operator-controlled (manually) in a second layer by means of said third layer. An operator, for example a driver, can thus use the same interface as in autonomous operation, said operator being able to control the vehicle by means of a maneuvering means, such as for instance a joystick presently arranged in a cab of the vehicle. Alternatively, the said driver can steer the vehicle manually by means of an actuator, where the operator is located externally / next to the vehicle, for example in a basket or a so-called sky-lift.

The term "lank" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wired connection, for example a radio or microwave link.

Referring to Figure 1b, there is schematically illustrated a number of vehicle fleets 1000, including a number of m vehicle fleets 100, where there is an integer. Named vehicle fleets bendmns 100.1, 100.2, ..., 100.m.

An operator-controlled control unit 150 dr arranged to control at least one vehicle fleet. Said operator-controlled control unit 150 may include a so-called "Fleet Management System". Said operator-controlled control unit may comprise a room with an appropriate number of operators, who are responsible for the operation of said vehicle fleets.

According to one embodiment, said control unit 150 is a monitoring center at a mine, at which monitoring center a number of employees lead and monitor a vehicle fleet at said mine.

A first vehicle fleet 100.1 comprises n1 vehicle individuals 100.11, 100.12, 100.13, ..., 100.n1. In this case, n1 is a positive integer.

A second vehicle fleet 100.2 comprises n2 vehicle individuals 100.21, 100.22, 100.23, ..., 100.n2. In this case, n2 is a positive integer.

Similarly, m provided vehicle fleets with a unique set of vehicle individuals. Said vehicle individuals are hereby exemplified by the vehicle 100 which is described with reference to Figure 1 a.

Said control unit 150 is arranged for communication with said first vehicle fleet 100.1 via a first line L100.1. Said control unit 150 is arranged for communication with said second vehicle fleet 100.2 via a second line L100.2. Said control unit 150 is arranged for communication with the said vehicle fleet 100.m via a third line Li 00.m.

Named first lank L100.1, second lank L100.2 and m: te lank L1 00.m may each comprise an appropriate number of lanks, for example a lank for each individual vehicle in the usual vehicle fleet.

Said control unit 150 is arranged to control and monitor said at least one vehicle fleet in an appropriate manner. Said control unit 150 is arranged to control and monitor said at least one vehicle fleet for a suitable application, such as, for example, mining, passenger transport, freight transport, forestry and agriculture. Referring to Figure 2, a system architecture for vehicles 100 is schematically illustrated. Hereinafter, a system architecture 200 for enabling automatic operation of a vehicle is described, in accordance with one aspect of the present invention. Said system architecture 200 can also be used as a system configuration.

According to this exemplary embodiment, the said system configuration 200 comprises four different layers, which are arranged for in-house data communication via the respective respective communication interfaces, he also referred to as the data interface. The four different layers, and the respective communication interfaces, are described in further detail with reference to Figures 3a-3d below.

Said system configuration 200 comprises a first layer 210. Said first layer 210 is arranged for communication with a second layer 220 via a first data interface 215. Said first data interface 215 is configured according to a predetermined standard independent of the first layer 220 and the second layer 210. Said communication between said first layer 210 and said second layer 220 may include two-way communication. In this case, said first layer 210 is arranged to transmit information to said second layer 220 via said data interface 215. Thus, second layer 220 is arranged to transmit information to said first layer 210 via said data interface 215.

Said system configuration 200 comprises a third layer 230. Said second layer 220 is arranged for communication with said third layer 2 via a second data interface 225. Said communication between said second layer 220 and said third layer 230 may include two-way communication. Thus, said second layer 220 is arranged to transfer information to said third layer 230 via said data interface 225. In this case, said third layer 230 is arranged to transfer information to said second layer 220 via said data interface 225. The said system configuration 200 comprises a fourth layer. 240. Said fourth layer 240 is arranged for communication with said first layer 210 via a third data interface 245. Said communication between said fourth layer 240 and said first layer 210 may include two-way communication.

Thus, said fourth layer 240 is arranged to transmit information to said first layer 210 via said data interface 245. Thus, said first layer 210 is arranged to transmit information to said fourth layer 240 via said data interface 245.

It should be noted that a system hierarchy of said system configuration 200 is as follows: Layer 240: Layer 210; Lager 220; 4) Warehouse 230.

Ddr 1) corresponds to a highest level and 4) corresponds to an Idgsta level. The fourth layer 240 thus includes an overall layer at the highest level. The first layer 210 thus includes one layer at the lowest level. The second layer 2 thus includes a layer at the third highest level and the third layer 230 thus includes a layer at. Idgst niva. It should be noted that the above level does not refer to the degree of importance but refers, for example, to the level of functionality for enabling autonomous control. A layer on a high level aptly generates signals including high level commands while a layer on a lower level. generates signals including low-level commands that are more detailed.

That is to say, the lower the level of the bearing, the more detailed control is provided.

The four layers 240, 210, 220 and 230 are described in detail. The respective layers are described in further detail with reference to Figures 3a-3d.

Said fourth layer 240 includes functionality, software and hardware for handling at least one vehicle fleet including at least one vehicle 100. Said fourth layer 240 includes at least one operator of a control unit 150. The said control unit 150 may include light fixtures and equipment for steering and monitor at least one vehicle fleet. Having said fourth layer 240, autonomous operation is activated by at least one vehicle individual 100, for example the vehicle individual 100.11. The fourth layer 240 is arranged to send assignment signals to the first layer 210 via the third data interface 245. The assignment signals from the fourth layer 240 suitably comprise high level commands, such as running from position A to position B.

Said first layer 210 is arranged to receive said assignment signals from said fourth layer 240. Said assignment signals may comprise information in a work order. Said first layer 210 is arranged to determine specific tasks on the basis of said work orders.

Said first layer 210 is arranged to continuously determine an environment configuration by means of suitable sensor configurations. Said first layer 210 is arranged to continuously, intermittently, or once, establish a travel route for said vehicle 100. Said first layer 210 may be arranged to continuously, intermittently, or once, establish a travel route for said vehicle 100 on a basis of said specific mission and said environment configuration.

Said first bearing 210 is arranged to continuously navigate the said vehicle according to the said fixed route. Said first bearing 210 is arranged to continuously autonomously steer said vehicle 100 according to said fixed travel route taking into account a continuously updated external configuration. Said environment configuration may be an electronic representation of an environment of said vehicle 100. Said environment configuration may include substrates, structures, objects, persons, animals, etc. 16 said first layer 210 is arranged to fuse sensor data from a number of different sensor configurations. said peripheral configuration and said navigation according to said established route get the vehicle 100.

Said first layer 210 is arranged to generate control signals with law level commands regarding said fixed tasks and transmit these control signals to said second layer 220 via said first data interface 215.

The term lag level commands refers to commands that are of lower level than commands issued by a higher layer, in this case the fourth layer 240. In this case, said first layer 210 is arranged to break down a command of lower level and communicate said lag level command to the second layer. 220. Some layers are arranged to break down / process / process / adjust a higher level command and communicate a layer command (more detailed, specific information) level to a lower layer.

The term high-level commands refers to had commands which are higher-level commands issued by a lower layer. The second layer 220 is arranged to adapt said control signals received from said first layer 210 to a third layer 230. control signals for generating control signals have components, such as actuators of said third layer 230.

Said second layer 220 there arranged to, where applicable, generate and send control signals to said third layer 230, said control signals being adapted for said third layer 230, where control of control means is performed on the basis of said received control signals in accordance with said work order. and its in-depth established sub-assignments. Said third bearing 230 apparently forms part of a basic design of a vehicle for manual operation and thus the third bearing controls said vehicle when the vehicle is driven manually.

Referring to Figure 3a, a first layer 210 is schematically illustrated, in accordance with one aspect of the present invention.

According to this example, a subset of the hardware that may be included in said first layer 210 is illustrated.

The name First warehouse 210 may consist of hardware and software provided and installed by a party other than the vehicle manufacturer. Said first bearing 210 comprises a first control unit 300.

A first sensor configuration 310 is provided for communication with said first control unit 300 via a long L310. Said first sensor configuration 310 is arranged to detect an environment of said vehicle 100. Said first sensor configuration 310 may include a stereo camera and associated image processing program. Said first sensor configuration 310 is arranged to continuously send a signal comprising information about said detected environment to said first control unit 300 via said line L310.

A second sensor configuration 320 is provided for communication with the first control unit 300 via a long L320. Said second sensor configuration 320 is arranged to detect an environment of said vehicle 100. Said second sensor configuration 320 may comprise a radar unit and associated data processing program. Said second sensor configuration 320 is arranged to continuously send a signal comprising information about said detected environment to said first control unit 300 via said line L320.

A third sensor configuration 330 is provided for communication with said first control unit 300 via a long L330. Said third sensor configuration 330 is arranged to detect an environment of said vehicle 100. Said third sensor configuration 330 may include a laser range feeding device. Said second sensor configuration 320 is arranged to continuously send a signal comprising information about said detected environment to said first control unit 300 via said line L330.

It should be noted that different sensor configurations can be used in accordance with the inventive system configuration. These sensor configurations may include suitable means for determining, for example, relative distances to structures, objects and persons or animals in an environment of said vehicle 100.

Said first control unit 300 is arranged to determine an external configuration on the basis of signals from at least one of said sensor configurations 310, 320 and 330.

A position indicating unit 340 is arranged for communication with said first control unit 300 via a long L340. Said position indicating unit 340 may include a GPS unit. Said position indicating unit 340 is arranged to continuously provide information about an erasing position and / or speed and / or acceleration of said vehicle 100.

It should be noted that components of said first layer 210, for example said sensor configurations, do not necessarily have to be physically present in said vehicle 100. One or more components in said first layer may be located in an environment of said vehicle 100. layer 210 is arranged to receive an assignment signal comprising, for example, a work order from said fourth layer 240 via said third data interface 245.

Communication means 350 is arranged for communication with said fourth layer 240 and said second layer 220. Said communication means 19 may comprise a transmitter / receiver unit. Said communication means 350 is arranged for communication with said first control unit 300 via a long L350. Said first control unit 300 is arranged to receive assignment signals from said fourth layer 240 via said third interface 245, wherein said assignment signals may comprise a work order. Said first control unit 300 is arranged to send feedback signals from said first layer 210 via said third interface 245 to said fourth layer 240, said feedback signals may include information on fault status and deviations, identified by, in relation to the fourth layer 240 Idgre bearings 210, 220, 230, its data interfaces or from hardware (sensors / actuators).

Each layer tends to filter out information from underlying layers that should not be reported at the top of the system configuration hierarchy.

Said feedback signals may include information on, for example: High engine temperature.

Checksummefel pa. protocol "x" aver data interface 215.

Less than 30 km of tank track until fuel runs out.

Presentation means 360 are arranged for communication with said first control unit 300 via a long L360. Said first control unit 300 is arranged to present information if an operator has the vehicle 100. Said presentation means 360 may include appropriate audiovisual equipment, such as for example a display screen and / or speaker to display information in the form of alphanumeric characters or symbols or synthesized speech. The said information from the said operator may include information on manually controlling certain functions of the said vehicle, for example loading or unloading of goods. In this case, said vehicle can be propelled autonomously, but at a special workstation it is temporarily driven by means of manual actuation by various actuators or power units, such as, for example, a load crane or a tipping platform.

The first layer 210 is arranged to control said vehicle in real time autonomously on the basis of said assignment signals from said fourth layer 240. In this case, the first layer is arranged to determine, for example, the lamp speed vector and acceleration of the vehicle, including steering angle, steering angle speed and steering angle acceleration.

The first control unit 300 may be arranged to determine control parameters to be sent to said second layer 220. These control parameters may include, for example, said speed vector and acceleration of the vehicle, including steering angle, steering angle speed and steering angle acceleration. Other control parameters may be associated with the operation of actuators or power units of said vehicle 100. Examples of actuators may be controls (for example a steering wheel), braking devices and throttle controls. Examples of power units can be a hydraulic system, a pneumatic system, a tipping platform, lifting device or an automated or robotic system.

The first controller 300 may be arranged to fuse data from all components of the first layer 210, including said first sensor configuration 310, second sensor configuration 320 and third sensor configuration 330.

The data interface 215 is, as previously mentioned, designed in accordance with a predefined data standard independent of the first layer 210 and the second layer 220. The data interface 215 may be associated with a predetermined data protocol. Named predefined data protocols may be a standardized data protocol. Said data interface 215 may be referred to as control interface. Said data interface 215 may be a vehicle vendor independent data interface 215.

Said first layer 210 may be arranged to: - collect information from sensors arranged at the vehicle and sensors arranged at the surroundings of the vehicle; 21 - breaking down work orders (assignment signals with high-level commands) from the fourth layer to specific assignments (control signals including low-level commands in the form of control parameters); - determine routes to accomplish at least one task in a given ambient configuration; - determine what information needs to be sent / reconnected to the fourth layer 240; - determining at what time said information is to be sent / reconnected to the fourth layer 240; send control signals including control parameters (layer level commands) to the second layer 220.

Referring to Figure 3b, a second layer 220 is schematically illustrated, in accordance with one aspect of the present invention.

The said second layer 220 may also be referred to as the adaptation layer and is suitably a static configuration. Said second layer 220 may constitute a standard interface for a driver of the vehicle 100. Said first data interface 215 may form part of said second layer 220, the second layer 2 constituting a standard interface towards layers at a higher level.

Said second bearing 220 comprises a second control unit 380.

Communication means 351 is arranged for communication with said first layer 210 and said third layer 230. Said communication means 351 may comprise a transmitter / receiver unit. Said communication means 351 is arranged for communication with said second control unit 380 via a line L351. Said second control unit 380 is arranged to receive control signals from said first layer 210 via said first data interface 215, said control signals may comprise control parameters relating to at least one assignment. Said second control unit 380 is arranged to adapt the control signals concerning said task to a format which the third layer 230 can interpret 22 and execute. Said second control unit 380 is arranged to generate control signals including law level commands for said third layer 230. By means of these control signals said third layer can affect various components of the vehicle 100 so that a working order from said first layer can be executed.

Said second control unit 380 is arranged to send feedback signals from said second layer 220 via said first data interface 215 to said first layer 210, said feedback signals may include information on error status and deviations, identified at the second layer 220 and / or the third layer 230, its data interface or from hardware (sensors / actuators).

Each layer tends to filter out information from underlying layers that should not be reported at the top of the system configuration hierarchy.

Said feedback signals may include information on, for example: x number of cases of contradictory sensor information for sensor y. 1235 kilometers left for oil change of the vehicle. charging voltage 23.4 Volts.

Said second layer 220 may, for example, be arranged to: act as a cross-section towards an original control system of the vehicle 100 in basic design (third layer); - provide a mandatory subsystem for enabling autonomous operation of a vehicle; - include vehicle internal infrastructure; - provide a standardized interface 215 to higher level subsystems; - provide a security mechanism to interrupt a command and Word in case of detected error; provide a mechanism for a safe stop or shutdown. Referring to Figure 3c, a third layer 230 is schematically illustrated, in accordance with one aspect of the present invention.

Said third layer 230 represents a logical part of the inventive system configuration. Said third layer 230 constitutes an original control system of the vehicle 100 in basic design for manual control of said vehicle 100.

Name third layer 230 includes a third controller 390.

Said third control unit 390 is arranged for communication with a first operating means 391 via a line L391. Said third control unit 390 is arranged to control said first control means 391 in accordance with the adapted control signals received from said second control unit 380 via said communication unit 351 of said second layer 220. Said first control means 391 are arranged to influence a propulsion speed of said 100. The first actuator 391 may include a throttle control.

Said third control unit 390 is arranged for communication with a second operating member 392 via a line L392. Said third control unit 390 is arranged to control said second control means 392 in accordance with the control signals received from said second control unit 380 via said communication unit 351 has said second layer 220. Said second control means 392 is arranged to brake said vehicle 100. Said second control means 292 may include at least one brake configuration, for example including disc brakes of wheeled vehicle 100 or auxiliary brakes such as retarder, exhaust brake, auxiliary electric brake or the like.

Said third control unit 390 is arranged for communication with a third operating member 393 via a line L393. Said third control unit 390 is arranged to control said third control means 393 in accordance with the control signals 24 received from said second control unit 380 via said communication unit 351 of said second layer 220. Said third control means 393 are arranged to influence a propulsion direction of said vehicle 100. In this case, the vehicle can, for example, turn or move sideways. Said third actuator 293 may include at least one hydraulically, pneumatically or electrically controlled actuating means for controlling the direction of travel of the vehicle 100.

Said third control unit 390 can be arranged to control a number of different operating means, components, units, etc. of the vehicle 100. In this case, control signals can be sent via, for example, a vehicle-internal CAN bus L396. A number of different vehicle components 396.1, 396.2, 396.3, ..., 396.n can be connected to the said CAN bus L396. Said actuators 391, 392 and 393 may alternatively be connected to said CAN bus L396. The control signals can also be sent via another standard for data transfer.

Communication means 395 is arranged for communication with said second layer 220. Said communication means 395 may comprise a transmitter / receiver unit. Said communication means 395 is arranged for communication with said third control unit 390 via a long L395. Said third control unit 395 is arranged to receive control signals from said second layer 220 via said second data interface 225. Said third control unit 390 is arranged to transmit feedback signals from said third layer 230 via said second data interface 225 to said second layer 220, said feedback signals detailed information on engine temperature, engine oil level, steering angle and the like.

Said third layer 230 includes electrical systems, control systems, etc. which are standardized. According to the inventive system configuration, updates, adaptations and modifications of hardware and software need to be extremely little required in the said third layer 230. Vehicle manufacturers may instead perform the bulk of the required updates, adaptations and modifications of hardware and software in the said second stock 220.

The said updates, adaptations and modifications of hardware and software may in this case refer to autonomous operation.

Said second data interface 225 may be vehicle manufacturer specific. With a perspective from said third layer 230, it does not matter whether received control signals from said second layer 220, via said second data interface 225, have been generated during fully autonomous operation or during operator-controlled propulsion of the vehicle 100.

Said third layer 230 may be arranged to: - handle direct control of the actuators of the vehicle 100; provide essentially the same functionalities as a manually controlled vehicle 100.

Referring to Figure 3d, a fourth layer 240 is schematically illustrated, according to one aspect of the present invention.

Said fourth layer 240 is a hogni layer. Said fourth layer 240 may include a so-called Fleet Management System. In this case, one or more operators of a control unit 150 can control and monitor a vehicle fleet including a number of vehicles 100.

It is illustrated that said control unit is arranged for communication with a number of vehicle individuals 100.11, 100.12, 100 of a vehicle fleet 100.1 via a number of lines of said third data interface 2. In this case, an operator can initiate, activate and monitor a vehicle fleet where vehicle individuals are operated autonomously. 26 In this way, different groupings of vehicles can be created, where vehicle individuals work together autonomously to perform certain tasks.

From the operator-controlled control unit, appropriate work orders are issued to vehicle individuals. These are communicated via said third data grass section to said first layer 210, which can at least partly be arranged in the various respective vehicles.

Work orders can, for example, read: Quay to position A, load goods at position A, cows to position B, unload goods at position B; Vehicles with a load capacity exceeding 27 tonnes, carry out work orders specified in 1) above; 3) Vehicle 100.11, cancel current assignment and [(Or to workshop.

Said fourth layer 240 may be arranged to: - monitor at least one autonomous vehicle fleet; - assign high-level work orders to individual autonomous vehicles of the said vehicle fleet; - receive alerts and messages from individual autonomous vehicles; - collect statistics from the autonomous vehicle fleet; act as HMI (Human Machine Interface) for the individual autonomous vehicles of the said vehicle fleet.

Figure 4a schematically illustrates a flow chart of a method for enabling autonomous operation of a vehicle. The process comprises a first process step s401. Step s401 includes the steps of: - determining an external configuration by means of a first layer 210; - generating at least one control signal for autonomous operation based on said environment configuration, by means of said first layer 210; 27 - transmitting said autonomous operation control signal from said first layer 210 to said second layer 220, by means of a first data interface 215, said data interface 215 being configured according to a predetermined standard independent of the first layer 210 and the second layer 220; and - adjusting said autonomous operation control signal for a third layer 230, by means of said second layer 220.

After step s401, the procedure is terminated.

Figure 4b schematically illustrates a surface diagram of a procedure for the autonomous operation of a vehicle 100.

The procedure includes a procedure step s410. Method step s410 may include the step of generating a command signal 240 for controlling one or more vehicles 100 of a vehicle fleet by means of a system architecture arranged in a system architecture. The assignment signal is aptly issued by a high-level command, for example "car from position A to position B, loading goods at position A, unloading goods at position B" or "all vehicles with free load capacity, cows to position A and loading goods", etc.

The process step s410 also includes transmitting the command signal to a first layer 210 via a third data interface 245. After the process step s410, a processing step s420 is performed.

Process step s420 may comprise determining by means of the first layer 210 an environment configuration for the vehicle 100. The step step s420 may further comprise that based on said environment configuration and said command signal from said fourth layer 240, generating at least one control signal named auton. for autonomous operation may include, for example, low-level commands in the form of steering parameters for the vehicle 100, such as a vehicle speed, a direction of travel, a steering wheel angle or the like. Said control signal may include tasks which are elements of said work order from said fourth layer 240. The method step s420 further comprises transmitting via a first data interface 215 said at least one control signal from said first layer 210 to a second layer 220.

The step step s420 may further comprise transferring a first feedback signal from said first layer 210 to said flat layer 240. Said first feedback signal may for example include information on the operating condition and / or performance of the vehicle. Said first feedback signal may, for example, include information about emergency stops of the vehicle 100, that the vehicle 100 is another stop based on the industry level of the vehicle 100, formation, obstacles in an environment which may prevent the vehicle 100 from performing the task according to said mission signal, that the mission dr slutfort, that the vehicle has a high engine temperature etc.

After the step step s420, one step step s430 is performed.

The method step s430 may comprise by means of said second layer 220 adapting the at least one control signal from said first layer 210. Said at least one control signal is adapted for a third layer 230, so that said third layer 230 may interpret the adapted control signal. Said adapted control signal may, for example, comprise detailed control parameters such as accelerator pedal position, steering wheel angle or the like.

The method step s430 may further comprise transferring said custom control signal from said second layer 220 to said third layer 230 by means of a second data interface 235.

The step step s430 may also include transferring a second feedback signal from said second layer 220 to said first layer 210. Said second feedback signal may, for example, include information on the operating condition and / or performance of the vehicle. 29 After the procedure step s430, one procedure step s440 is performed.

The process step s440 may comprise, by means of said third layer 230, controlling at least one actuator on the basis of said adapted control signal from said second layer 220. In this way autonomous operation of the vehicle 100 is achieved in accordance with said work order from said fourth layer 240.

The step step s440 may also include transferring a third feedback signal from said third layer 230 to said second layer 220. Said third feedback signal may, for example, include information on the operating condition and / or performance of the vehicle.

After procedure step s440, the procedure is terminated or repeated from procedure step s410.

Figure 5 shows a diagram of an embodiment of a device 500. Control units of the various bearings 210, 220, 230 and 240, for example said control unit 300, 380 and 390, may in one embodiment comprise the device 500. Said control unit 150 may include one or more computers having a device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 of a computer program, said as an operating system, is stored to control the operation of the device 500. Furthermore, the device 500 comprises a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.

Has the device 500 provided with a computer program P, which may include routines for autonomous operation of a motor vehicle 100.

The computer program P may comprise routines for determining an environment configuration by means of a first layer 210. The computer program P may comprise routines for generating at least one control signal for autonomous operation based on said environment configuration, by means of the said first layer 210. The computer program P may comprise routines for Overtra said control signal for autonomous operation from said first layer 210 to said second layer 220, by means of a first data interface 215. The computer program P may comprise routines for adapting said control signal for autonomous operation for a third layer 230, by means of said second layer 220.

The computer program P may comprise routines for determining a travel path for the vehicle 100 on the basis of said established external configuration, by means of said first layer 210.

The computer program P may include routines for continuously controlling navigation of said vehicle 100, by means of said first layer 210.

The computer program P may comprise routines for transmitting an adapted control signal from said second layer 220 to said third layer 230, by means of a second data interface 225.

The computer program P may comprise routines for facilitating communication between said first layer 210 and a fourth layer 240, by means of a third data interface 245.

The computer program P may include routines for feedback information regarding the operating condition and / or performance of the vehicle 100 from at least said second layer 220 to said first layer 210.

The computer program P may be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550. 31 When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.

The data processing device 510 may communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended to communicate with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read The write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the lanes L310, L320, L330, L340, L350, L351, L360, L391, L392, L393, L394, L395 and L396 are connected (see for example Figs. 3a-3c).

When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received temporary data has been stored, the data processing unit 510 is ready to perform code execution in a manner described above.

According to one method, signals received on include. the data port 599 parameters for autonomous control of the motor vehicle 100. According to one method, signals received at the data port 599 include parameters for internal control of the motor vehicle 100.

The received signals on the data port 599 can be used by the device 500 to drive the vehicle 100 with autonomous operation.

Parts of the methods described herein may be performed by the device 500 using the data processing unit 510 as the program stored in the memory 560 or read / write memory 550. When the device 500 runs the program, the failures described herein are executed. The foregoing description of the preferred embodiments of the present invention has been provided for the purpose of illustrating and describing the invention. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments were chosen and described in order to clarify the principles of the invention and its practical applications, and thus more skilled in the art the first invention will have different embodiments and with the various modifications which are appropriate to the intended use. 33

Claims (18)

Patent claims A system configuration for enabling autonomous operation of a vehicle (100), comprising: - a first layer (210) arranged to determine an environment configuration and to generate at least one control signal for autonomous operation of said vehicle based on said environment configuration; - a second layer (220) arranged to adapt said control signal from said first layer (210) to a third layer (230), said second layer (220) being a static configuration; and - a first data interface (215) arranged in communicative connection with said first layer (210) and said second layer (220), used in said first data interface (215) is arranged to transmit to said at least one control signal for autonomous operation from said first layer (210) to said second layer (220), said data interface (215) being configured according to a predetermined standard independent of the first layer (210) and the second layer (220). A system configuration according to claim 1, used in said first bearing (210) is arranged to determine a travel path for the vehicle (100) on the basis of said established environment configuration. A system configuration according to any one of claims 1-2, used in said first bearing (210) is arranged to control autonomous operation of said vehicle (100) by continuously controlling navigation of said vehicle (100). A system configuration according to any one of claims 1-3, comprising: - a second data interface (235) arranged in communicative connection with said second layer (220) and said third layer (230), said data interface (235) being arranged to transfer a custom control signal from said second layer (220) to said third layer (230). 34 A system configuration according to any one of claims 1-4, wherein said third layer (230) comprises a pre-internal control system and at least one actuator. A system configuration according to any one of claims 1-5, comprising a fourth layer (240) arranged for communication with said first layer (210) via a third data interface (245). The system configuration of claim 6, wherein said fourth layer (240) includes an operator-controlled control unit. System configuration according to any one of claims 1-7, at least said first layer (210) and said second layer (220) are arranged to provide information regarding the operating condition and / or performance of the vehicle (100). A method for enabling autonomous operation of a vehicle (100), comprising the steps of: - determining an environment configuration by means of a first layer (210); - generating at least one control signal for autonomous operation based on said environment configuration, by means of said first layer (210); Transfer said autonomous operating control signal from said first layer (210) to a second layer (220), by means of a first data interface (215), said second layer (220) being a static configuration and said data interface (215) being configured according to a predetermined standard independent of the first layer (210) and the second layer (220); and - adjusting said control signal for autonomous operation for a third layer (230), by means of said second layer (220). A method for enabling autonomous operation of a vehicle according to claim 9, further comprising the step of: - determining a travel path for the vehicle (100) on the basis of said established environment configuration, by means of said first layer (210). A method for enabling autonomous operation of a vehicle according to claim 9 or 10, further comprising the step of: - continuously controlling navigation of said vehicle (100), by means of said first bearing (210). A method for enabling autonomous operation of a vehicle according to any of claims 9-11, further comprising the step of: - Transferring an adapted control signal from said second layer (220) to said third layer (230), by means of a second data interface (235 ). A method of enabling autonomous operation of a vehicle according to any of claims 9-12, further comprising the step of: - enabling communication between said first layer (210) and a fourth layer (240), by means of a third data interface (245). A method of enabling autonomous operation of a vehicle according to any of claims 9-13, further comprising the step of: - reconnecting information regarding the operating condition of the vehicle (100) and / or performing from at least said second bearing (220) to said first bearing (210). Motor vehicle (100; 110) adapted for accelerating autonomous operation according to the system configuration according to any one of claims 1-8. A motor vehicle (100; 110) according to claim 15, wherein the motor vehicle is any of a truck, bus, forestry machine, mining machine, wheel loader or passenger car. Computer program (P), wherein said computer program (P) comprises program code for performing the method steps according to any of claims 9-14, wherein said program code is crossed on a computer (150; 300; 380; 390; 500). 36 A computer program product comprising a program code for performing the method steps of any of claims 9-14, when said program code is run on a computer (150; 300; 380; 390; 500). 37 1/6 1 112