WO2015076736A1

WO2015076736A1 - System configuration and method to make possible the autonomous operation of a vehicle

Info

Publication number: WO2015076736A1
Application number: PCT/SE2014/051374
Authority: WO
Inventors: Johan Svahn; Per Roos; Viktor Kaznov
Original assignee: Scania Cv Ab
Priority date: 2013-11-21
Filing date: 2014-11-19
Publication date: 2015-05-28
Also published as: EP3072023A1; EP3072023A4; SE1451389A1; SE538082C2

Abstract

The invention concerns a system configuration to make possible the autonomous operation of a vehicle (100), comprising: - a first layer (210) arranged to determine a configuration of the surroundings and, based on the said configuration of the surroundings, to generate at least one control signal for the autonomous operation of the said vehicle; - a second layer (220) arranged to adapt the said control signal from the said first layer (210) for a third layer (230); and - a first computer interface (215) arranged in communicative connection with the said first layer (210) and the said second layer (220), in which the said first computer interface (215) is arranged to transfer the said, at least one, control signal for the said operation from the said first layer (210) to the said second layer (220), and whereby the said computer interface (215) is configured according to a predetermined standard, independent of the first layer (210) and the second layer (220). The invention concerns also a method to make possible the autonomous operation of a vehicle and a vehicle (100; 11 ) adapted to make possible autonomous operation in accordance with the said system configuration.

Description

System configuration and method to make possible the autonomous operation of a vehicle

TECHNICAL AREA

The present invention concerns a system configuration to make possible the autonomous operation of a vehicle, a method to make possible the

autonomous operation of a vehicle and a vehicle adapted to make possible

autonomous operation in accordance with such a system configuration.

BACKGROUND AND PRIOR ART

To drive a motor vehicle places high demands on the operator since there are many complex predictable and unpredictable situations that must be

considered. Aids are currently available to facilitate the work of the operator

such as adaptive cruise-control systems, emergency braking, carriageway

warnings, and similar. These aids, however, require that an operator be

present in the motor vehicle who can himself or herself assess the situation

and take appropriate action.

The operator constitutes a large part of the operating cost of a motor vehicle, also in cases in which the load on the operator is very low. This is the case, for example, in mining applications in which the journeys often consist of loading at one location in order subsequently to drive to a second location and unload.

A second example is the transport of passengers between an airplane and an airport terminal. The traffic conditions in these applications are controlled and no pedestrians, cyclists or similar disturbances are present. Mines, for

example, are in addition located in such a manner that transport and

infrastructure are required for the personnel. This generates large costs. In

order to minimise the costs, it is therefore desirable in certain types of

operation to fully automate the driving of the motor vehicles. In order to, in a safe manner, drive a motor vehicle autonomously, in other words without an operator or driver controlling the motor vehicle while present at the vehicle, there is required an accurate assessment of the surroundings of the motor vehicle. This can be achieved through the use of sensors with high precision and advanced information processing, and communication between the various control units of the motor vehicle. It is time-consuming and expensive to develop and implement such a solution for the autonomous operation of a motor vehicle. Various methods and systems have been suggested in the prior art technology in order to achieve autonomous operation of vehicles.

In document US 2012/0239238 A1 there is described how an industrial vehicle is autonomously guided along a defined pathway through the use of a guidance and navigation system. The pathway may be defined by a cable under the floor, tape, or other references on the floor, which the guidance and navigation system detects. While it is true that this system achieves autonomous operation of the industrial vehicle, it requires a pathway that has been defined in advance along which the industrial vehicle is to be driven, and an internal guidance and navigation system.

US 2012035787 describes an autonomous system for a UAV (unmanned aerial vehicle). US 2013245857 describes an autonomous vehicle with what are known as "Plug and Play" modules connected by a common communication bus.

Despite the prior art solutions in the field, there is still a need to further develop a cost-effective system and a method to make possible the autonomous operation of a motor vehicle that minimises the operating costs and the development costs. There is a need to provide vehicles that are flexible with respect to the assembly, post-manufacture mounting, modification and upgrading of subsystems for autonomous operation. There is a need to provide reliable autonomous vehicles that can be used in different applications, which vehicles, furthermore, are safe for people in the surroundings of the vehicle.

SUMMARY OF THE INVENTION

One purpose of the present invention is to achieve a flexible and user-friendly system configuration to make possible the autonomous operation of a motor vehicle.

One purpose of the present invention is to achieve a system configuration to make possible the autonomous operation of a motor vehicle, in which different suppliers of systems and/or services can implement these at the vehicle in a simple manner.

One purpose of the present invention is to achieve a system configuration to make possible the autonomous operation of a motor vehicle, which makes it possible to keep operating costs and development costs to a minimum.

A further purpose of the present invention is to achieve a system configuration to make possible the autonomous operation of a vehicle, which is safe for the motor vehicle and safe for objects and people in its surroundings.

One purpose of the present invention is to achieve a system configuration to make possible the autonomous operation of a vehicle, whereby the said system configuration makes possible the use of existing packages for autonomous control.

A further purpose of the present invention is to achieve a system configuration to make possible the autonomous operation of vehicles, whereby the said system configuration makes possible central surveillance and control of a vehicle fleet.

One purpose of the present invention is to achieve a cost-effective method to make possible the autonomous operation of a vehicle.

One purpose of the present invention is to achieve a method to make possible the autonomous operation of a vehicle, which is safe for the vehicle and for objects and people in its surroundings.

One further purpose of the present invention is to achieve a method to make possible the autonomous operation of a vehicle,

whereby this method makes possible the use of existing packages for autonomous control.

A further purpose of the present invention is to achieve a method to make possible the autonomous operation of a vehicle, which makes possible the centralised surveillance and control of a vehicle fleet. The purposes described above are achieved by a system according to claim 1 and through a method according to claim 10.

According to one aspect of the present invention, a system configuration is provided to make possible the autonomous operation of a vehicle, comprising: - a first layer arranged to determine a configuration of the surroundings and, based on the said configuration of the surroundings, to generate at least one control signal for the autonomous operation of the said vehicle;

- a second layer arranged to adapt the said control signal from the said first layer for a third layer; and

- a first computer interface arranged in communicative connection with the said first layer and the said second layer, in which the said first computer interface is arranged to transfer the said, at least one, control signal for autonomous operation from the said first layer to the said second layer,

whereby the computer interface is configured according to a predetermined standard, independent of the first layer and the second layer.

By designing the first computer interface according to a predetermined standard, one and the same first computer interface can be used, independent of the vehicle manufacturer and/or the vehicle type. In the same manner, one and the same first computer interface can be used, independent of the supplier of the first layer. The computer interface is thus configured according to a predetermined standard, independent of the first layer and the second layer. One advantage of the present invention is that the said standard computer interface makes possible the use of both existing systems at the vehicle and future vehicle systems.

By arranging a computer 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. Through the first computer interface being configured according to a predetermined standard, independent of the first layer and the second layer, the first layer can be constituted by an existing commercially available external control system for autonomous operation, and the second layer can be constituted by a control system that is internal to the vehicle. The first computer interface means in this way that an external and an internal control system can communicate with each other. The term "external control system" is used to denote a control system that is provided by another party than the manufacturer of the vehicle. An external control system may comprise components arranged at the vehicle and/or components arranged separate from the vehicle. Through the first computer interface making possible two-way communication between the first layer and the second layer, the vehicle can in this way be controlled either manually by an operator at the motor vehicle or autonomously on the basis of the control signal generated at the first layer. The said second layer is preferably a static configuration. Through the second layer being a static configuration, and not a dynamic configuration, the said system configuration differs from commercially available prior art systems known as "plug-and-play" systems.

The said first layer may be arranged to determine a route for the vehicle on the basis of the said configuration of the surroundings that has been determined. The said first layer may be arranged to control autonomous operation of the said vehicle by controlling continuously the navigation of the said vehicle.

The said system configuration may comprise:

- a second computer interface arranged in communicative connection with the said second layer and the said third layer,

whereby the said computer interface is arranged to transfer an adapted control signal from the said second layer to the said third layer.

By adapting the signal from the first layer by means of the second layer, an adapted signal is achieved that the third layer can interpret and execute. The second computer interface makes possible two-way communication between the second layer and the third layer, such that the third layer can control the vehicle according to the control signal from the first layer. The said third layer may include a control system that is internal to the vehicle and at least one operating means. It is appropriate that the third layer constitute a part of the fundamental design of the vehicle for manual operation of the said vehicle. The said system configuration may comprise a fourth layer arranged for communication with the said first layer through a third computer interface. The said fourth layer may include an operator-controlled control unit.

By arranging a fourth layer for communication with the first layer, it is possible for an operator to generate a task signal for a desired task by means of the fourth layer. The task signal may be transferred through the third computer interface to the first layer, which first layer breaks the task signal down and generates a control signal to drive the vehicle autonomously in accordance with the task signal. It is appropriate that the task signals generated by the fourth layer comprise high-level commands, such as, for example, "Drive from position A to position B". The first layer is arranged that break down these high-level commands to commands at a lower level, i.e. more detailed control parameters such as, for example, a specific speed, braking power, gear or steering angle. The second layer is arranged to adapt the signals from the first layer comprising low-level commands, such that third layer, which is internal to the vehicle, can interpret and execute the said low-level commands. Thus, the third layer 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 is the control.

At least the said first layer and the said second layer at the system

configuration may be arranged to feed back information with respect to the operating condition and/or the performance of the vehicle.

Through it being possible for the first layer and the second layer to feed back information with respect to the operating condition and/or the performance of the vehicle, a system configuration is achieved that can safely control the vehicle on the basis of the feedback.

According to one aspect of the present invention, a method is provided to make possible the autonomous operation of a vehicle comprising the steps: - to determine a configuration of the surroundings by means of a first layer;

- to generate at least one control signal for the autonomous operation, based on the said configuration of the surroundings, by means of the said first layer;

- to transfer the said control signal for autonomous operation from the said first layer to a second layer, by means of a first computer interface,

whereby the computer interface is configured according to a predetermined standard, independent of the first layer and the second layer; and

- to adapt the said control signal for autonomous operation for a third layer, by means of the said second layer.

The method to make possible autonomous operation of a vehicle further comprises the step:

- to determine a route for the vehicle on the basis of the said configuration of the surroundings that has been determined, by means of the said first layer.

- to control continuously the navigation the said vehicle, by means of said first layer.

- to transfer an adapted control signal from the said second layer to the said third layer, by means of a second computer interface.

- to make possible communication between the said first layer and a fourth layer, by means of a third computer interface.

The method to make possible autonomous operation of a vehicle further comprises the step: - to feed back information with respect to the operating condition and/or the performance of the vehicle from at least the said second layer to the said first layer. Certain of the purposes described above can be achieved with a vehicle comprising a system configuration to make possible autonomous operation. The said vehicle may be a land-going motor vehicle. The said vehicle may be a lorry, a bus or a car. The said motor vehicle may be any one of a forestry machine, mining machine, wheel loader or car.

According to one aspect of the invention, a computer program is provided, where the said computer program comprises program code to carry out the method steps according to any one of claims 10-15, when the said computer code is run on a computer.

According to one aspect of the invention, a computer program product is provided, comprising a program code to carry out the method steps according to any one of claims 10-15, when the said program code is run on a computer. According to one aspect of the invention, a computer program is provided, where the said computer program comprises program code to carry out any one of the method steps named in the current application, when the said computer code is run on an electronic control unit. According to one aspect of the present invention, a computer program product is provided comprising a program code stored on a medium that can be read by a computer, in order to carry out any one of the method steps named in the current application, when the said program code is run on an electronic control unit.

According to one aspect of the present invention, a computer program product is provided comprising a program code stored on a medium that can be read by a computer, in order to carry out any one of the method steps named in the current application, when the said program code is run on a computer.

According to one aspect of the present invention, a computer program product is provided directly stored in an internal memory of a computer, comprising a computer program comprising program code arranged to carry out any one of the method steps named in the current application, when the said program code is run on an electronic control unit. Further purposes, advantages and new distinctive features of the present invention will be made clear for one skilled in the arts by the following details, as also during execution of the invention. While the invention is described below, it should be obvious that the invention is not limited to the specific details described. Those skilled in the arts will recognise further applications, modifications and executions within other fields, which lie within the scope of the invention.

BRIEF DESCRIPTION OF DRAWINGS For a more complete understanding of the present invention and further purposes and advantages of it, reference is now made to the following detailed description, which is to be read together with the accompanying drawings in which the same reference numbers relate to the same parts in the various drawings, and in which:

Figure 1 a shows a schematic side view of a vehicle;

Figure 1 b shows schematically a vehicle fleet including a number of vehicles and a control centre; Figure 2 shows schematically a system architecture to make possible the autonomous operation of a vehicle according to one aspect of the present invention: Figure 3a shows schematically a first layer, according to one aspect of the present invention;

Figure 3b shows schematically a second layer, according to one aspect of the present invention;

Figure 3c shows schematically a third layer, according to one aspect of the present invention;

Figure 3d shows schematically a fourth layer, according to one aspect of the present invention;

Figure 4a shows a flow diagram for a method to make possible the

autonomous operation of a vehicle according to one aspect of the present invention;

Figure 4b shows a flow diagram for a method to make possible the

autonomous operation of a vehicle according to one aspect of the present invention; Figure 5 shows schematically a computer, according to one aspect of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

Figure 1 a shows a side view of a vehicle 100. The said vehicle 100 may be a motor vehicle. The vehicle 1 00 taken as an example comprises a drawing vehicle 1 10 and a trailer 1 12. It should be pointed out that the said vehicle 100 in this case may be constituted by a freely chosen appropriate vehicle. The motor vehicle 100 may comprise a system configuration to make possible the autonomous operation of the motor vehicle, according to one embodiment of the present invention. According to one design, the said vehicle 100 is adapted for autonomous operation. According to one design, the said vehicle 100 is adapted to the system configuration according to the invention.

According to one design given as an example, the said vehicle 100 is a truck that is equipped with a tipping bed. The said vehicle 100 may include freely chosen suitable automated equipment, such as, for example, a lifting crane or bucket in order to load and unload goods. The said automated equipment may include construction equipment, such as, for example, a road roller or plough. The said automated equipment may include agricultural equipment, such as a harrow. The said automated equipment may include forestry equipment, such as a saw machine and gripper.

The said vehicle 100 may be a land-going vehicle. The said vehicle 100 may be, according to one design, a vehicle adapted for mining applications. The said vehicle 100 may be, according to one design, a vehicle adapted for forestry applications. The motor vehicle may be what is known as a "heavy vehicle", such as a lorry, bus, wheel loader, forestry machine, dumper, mining machine, tracked vehicle or tank. Alternatively, the vehicle 100 may be a car. The vehicle 100 may be a commercial vehicle.

The vehicle 100 may be, according to one design, a hybrid vehicle. The vehicle 100 may be, according to one design, an electrical vehicle with an electric motor. The vehicle may be driven autonomously in a first condition by means of signals from the said fourth layer and/or the first layer, and it may be driven by an operator (manually) in a second condition by means of the said third layer. An operator, such as a driver, may, therefore, use the same interface as that used in autonomous operation, whereby the said operator can control the vehicle by means of a control means, such as for example a joystick that is present arranged in a cabin at the vehicle. Alternatively, the said operator can control the vehicle manually by means of a control means, where the operator is located external to or by the side of the vehicle, in, for example, a basket or an aerial work platform.

In this document, the term "link" refers to a communication link that may be a physical line, such as an opto-electronic communication line, or a non-physical line, such as a wireless connection, for example a radio link or microwave link.

With reference to Figure 1 b, there is illustrated schematically a number of vehicle fleets 1000, comprising a number m of vehicle fleets 1 00, where m is an integer. The said vehicle fleets are denoted by 100.1 , 100.2, 100.m.

An operator-controlled control unit 150 is arranged to control at least one vehicle fleet. The said operator-controlled control unit 150 may include what is known as a "fleet management system". The said operator-controlled control unit may include a locality with an appropriate number of operators, who are responsible for the operation of the said vehicle fleets.

According to one design, the said control unit 150 is a surveillance centre at a mine, at which surveillance centre a number of employees lead and monitor a vehicle fleet at the said mine.

A first vehicle fleet 100.1 comprises in this case n1 individual vehicles 100.1 1 , 100.12, 1 00.13, 1 00. n1 . In this case n1 is a positive integer.

A second vehicle fleet 100.2 comprises in this case n2 individual vehicles 100.21 , 1 00.22, 100.23, 100.n2. In this case n2 is a positive integer. In a similar manner, m vehicle fleets are provided with a unique population of individual vehicles. The said individual vehicles are in this case exemplified by the vehicle 100 that is described with reference to Figure 1 a. The said control unit 150 is arranged for communication with the said first vehicle fleet 100.1 through a first link L100.1 . The said control unit 1 50 is arranged for communication with the said second vehicle fleet 100.2 through a second link L100.2. The said control unit 150 is arranged for communication with the said mth vehicle fleet 100.m through a third link L100.m.

Each one of the said first link L100.1 , second link L100.2 and mth link L100.m can comprise a suitable number of links, for example a link to each individual vehicle in each vehicle fleet. The said control unit 150 is arranged to control and monitor the said, at least one, vehicle fleet in an appropriate manner. The said control unit 150 is arranged to control and monitor the said, at least one, vehicle fleet for an appropriate application, such as, for example, mining, passenger transport, goods transport, forestry and agriculture.

With reference to Figure 2, there is illustrated schematically a system architecture for vehicles 100. In this case, a system architecture 200 to make possible the autonomous operation of a vehicle, according to one aspect of the present invention, is described. The said system architecture 200 can be known also as "system configuration".

The said system configuration 200 includes, according to this design given as an example, four different layers, which are arranged for mutual data communication through respective communication interfaces intended for this, denoted in the present document also by "computer interfaces". The four different layers, and the associated communication interfaces, are described in further detail below, with reference to Figures 3a-3d. The said system configuration 200 comprises a first layer 210. The said first layer 210 is arranged for communication with a second layer 220 through a first computer interface 215. The said first computer interface 215 is configured according to a predetermined standard, independent of the first layer 210 and the second layer 220. The said communication between the said first layer 210 and the said second layer 220 can include two-way communication. In this case, the said first layer 210 is thus arranged to transfer information to the said second layer 220 through the said computer interface 21 5. In this case, the said second layer 220 is thus arranged to transfer information to the said first layer 210 through the said computer interface 215.

The said system configuration 200 comprises a third layer 230. The said second layer 220 is arranged for communication with the said third layer 230 through a second computer interface 225. The said communication between the said second layer 220 and the said third layer 230 can include two-way communication. In this case, the said second layer 220 is thus arranged to transfer information to the said third layer 230 through the said computer interface 225. In this case, the said third layer 230 is thus arranged to transfer information to the said second layer 220 through the said computer interface 225.

The said system configuration 200 comprises a fourth layer 240. The said system fourth layer 240 is arranged for communication with the said first layer 21 0 through a third computer interface 245. The said communication between the said fourth layer 240 and the said first layer 210 can include two-way communication. In this case, the said fourth layer 240 is thus arranged to transfer information to the said first layer 210 through the said computer interface 245. In this case, the said first layer 210 is thus arranged to transfer information to the said fourth layer 240 through the said computer interface 245. It should be pointed out that a system hierarchy at the said system

configuration 200 is as follows:

1) Layer 240:

2) Layer 210:

3) Layer 220:

4) Layer 230, where 1 ) corresponds to a highest level and 4) corresponds to a lowest level. The fourth layer 240 thus includes an overall layer at the highest level. The first layer 210 thus includes an overall layer at the next highest level. The second layer 220 thus includes a layer at the third highest level and the third layer 230 thus includes a layer at the lowest level. It should be pointed out that said level does not concern the degree of importance, but concerns, for example, the level of functionality to make possible autonomous control. It is appropriate that a layer at a high level generate signals comprising high-level commands, while a layer at a lower level generates signals comprising low-level commands that are more detailed. In other words, the lower the level of a layer, the more detailed is the control that is provided. In this case, the said fours layers 240, 210, 220 and 230 are described in summary. Each layer is described in greater detail with reference to Figures 3a-3d.

The said fourth layer 240 comprises functionality, software and hardware to manage at least one vehicle fleet including at least one vehicle 100. The said fourth layer 240 includes at least one operator at a control unit 150. The said control unit 150 can include a suitable facility and equipment to control and monitor at least one vehicle fleet. The autonomous operation of at least one individual vehicle 100, such as the individual vehicle 100.1 1 , is activated at the said fourth layer 240. The said fourth layer 240 is arranged to transmit task signals to the first layer 210 through the third computer interface 245. It is appropriate that the task signals from the fourth layer 240 comprise high-level commands, such as, for example, "Drive from position A to position B".

The said first layer 210 is arranged to receive the said task signals from the said fourth layer 240. The said task signals can comprise information about a task order. The said first layer 210 is arranged to determine specific tasks on the basis of the said task order.

The said first layer 210 is arranged to determine continuously a configuration of the surroundings by means of appropriate sensor configurations. The said first layer 210 is arranged to determine continuously, intermittently, or once, a route for the said vehicle 100. The said first layer 21 0 can be arranged to determine continuously, intermittently, or once, a route for the said vehicle 100 on the basis of the said specific tasks and the said configuration of the surroundings.

The said first layer 210 is arranged to navigate the said vehicle continuously, according to the said route determined. The said first layer 210 is arranged to autonomously control the said vehicle 1 00 continuously according to the said route determined, taking into consideration a continuously updated

configuration of the surroundings. The said configuration of the surroundings may be an electronic representation of the surroundings of the said vehicle 100. The said configuration of the surroundings can include ground surfaces, structures, objects, people, animals, etc.

The said first layer 210 is arranged to collate sensor data from a number of different sensor configurations in order to, among other things, determine the said configuration of the surroundings and the said navigation, according to the said route determined for the vehicle 100.

The said first layer 210 is arranged to generate control signals with low-level commands with respect to the said tasks that have been determined, and to transmit these control signals to the said second layer 220 through the said first computer interface 215.

The term "low-level commands" is here used to denote commands that are of a lower level than commands issued by a higher layer, in this case the said fourth layer 240. In this case the said first layer 210 is arranged to break down a command of higher level and to communicate the said low-level command to the second layer 220. In this respect, certain layers are arranged to break down, treat, process and adapt a command of a higher level, and to communicate a command of a lower level (with greater detail, specific information) to a lower layer.

The term "high-level commands" is used in this respect to denote commands that are of a higher level than commands issued by a lower layer.

The said second layer 220 is arranged to adapt the said control signals received from the said first layer 210 for a third layer 230. The said adaptation can include modification and processing of said control signals that have been received in order to generate control signals for components, such as control means, at the said third layer 230.

The said second layer 220 is arranged to, where this is applicable, produce and transmit control signals to the said third layer 230,

whereby the said control signals are adapted for the said third layer 230, where control of control means is carried out on the basis of the said control signals that have been received, in accordance with the said task order and its component subtasks that have been determined. It is appropriate that the said third layer 230 constitute a part of the fundamental design for manual operation, and thus the third layer controls the said vehicle when the vehicle is being driven manually. Figure 3a shows schematically a first layer 210 according to one aspect of the present invention.

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

The said first layer 210 may be constituted by hardware and software that are provided and installed by a party other than the manufacturer of the vehicle. The said first layer 210 comprises a first control unit 300.

A first sensor configuration 310 is arranged for communication with the said first control unit 300 over a link L310. The said first sensor configuration 310 is arranged to detect surroundings of the said vehicle 100. The said first sensor 31 0 may include a stereo camera and image processing programs associated with it. The said first sensor configuration 31 0 is arranged to transmit continuously a signal comprising information about the said surroundings that have been detected to the said first control unit 300 over the said link L310.

A second sensor configuration 320 is arranged for communication with the said first control unit 300 over a link L320. The said second sensor

configuration 320 is arranged to detect surroundings of the said vehicle 100. The said second sensor configuration 320 may include a radar unit and data processing programs associated with it. The said second sensor configuration 320 is arranged to transmit continuously a signal comprising information about the said surroundings that have been detected to the said first control unit 300 over the said link L320.

A third sensor configuration 330 is arranged for communication with the said first control unit 300 over a link L330. The said third sensor configuration 330 is arranged to detect surroundings of the said vehicle 100. The said third sensor configuration 330 may include a laser-based distance-measurement arrangement. The said second sensor configuration 320 is arranged to transmit continuously a signal comprising information about the said surroundings that have been detected to the said first control unit 300 over the said link L330. It should be pointed out that different sensor configurations can be used in accordance with the system configuration according to the invention. It is appropriate that these sensor configurations include means to determine, for example, relative distances to structures, objects, people and animals in the surroundings of the said vehicle 100.

The said first control unit 300 is arranged to determine a configuration of the surroundings on the basis of signals from at least one of the said sensor configurations 310, 320 and 330. A position-specification unit 340 is arranged for communication with the said first control unit 300 over a link L340. The said position-specification unit 340 may include a GPS unit. The said position-specification unit 340 is arranged to provide continuously information about a currently prevalent position and/or speed and/or acceleration of the said vehicle 100.

It should be pointed out that components at said first layer 210, such as the said sensor configurations, do not necessarily need to be physically arranged at the said vehicle 100. One or several components in the said first layer may be arranged at the surroundings of the said vehicle 100.

The said first layer 210 is arranged to receive a task signal comprising, for example, a task order from the said fourth layer 240 over the said third computer interface 245.

The communication means 350 is arranged for communication with the said fourth layer 240 and the said second layer 220. The said communication means 350 may include a transmitter-receiver unit. The said communication means 350 is arranged for communication with the said first control unit 300 over a link L350. The said first control unit 300 is arranged to receive task signals from the said fourth layer 240 over the said third interface 245, whereby the said task signals can comprise a task order. The said first control unit 300 is arranged to transmit feedback signals from the said first layer 210 over the said third interface 245 to the said fourth layer 240,

whereby the said feedback signals may comprise information about faults and deviations, identified at the lower levels 210, 220, 230, relative to the fourth layer 240, or from the computer interfaces or hardware (sensors/actuators) of these lower levels. It is the task of each layer to filter out information from underlying layers that is not to be reported upwards in the hierarchy at the system configuration.

The said feedback signals may comprise information about, for example:

1) a high engine temperature

2) a checksum error for protocol "x" over the computer interface

3) a distance less than 30 km until the fuel runs out.

Presentation means 360 are arranged for communication with the said first control unit 300 over a link L360. The said first control unit 300 is arranged to present information for an operator at the vehicle 100. It is appropriate that the said presentation mean s360 include audiovisual equipment, such as, for example, a display screen and/or loudspeakers in order to reproduce information in the form of alphanumerical symbols, other symbols, or synthesized speech. The said information for the said operator can include instructions to control manually certain functions at the said vehicle, for example the loading or unloading of gods. In this case, the said vehicle may be driven autonomously, but may be driven temporarily at a particular workstation by means of manual influence on various control means or power supplies, such as, for example, a loading crane or a loading bed. The first layer 210 is arranged to control in real time the said vehicle autonomously on the basis of the said task signals from the said fourth layer 240. The first layer is arranged in this case to determine, for example, a suitable speed vector and acceleration of the vehicle, including the steering angle, speed of steering angle and acceleration of steering angle.

The first control unit 300 may be arranged to determine control parameters that are to be transmitted to the said second layer 220. These control parameters may include, for example, the said speed vector and acceleration of the vehicle, including the steering angle, speed of steering angle and acceleration of steering angle. Other control parameters may be associated with operation of control means or power supplies at the said vehicle 100. Examples of control means may be controls (such as a steering wheel), brake

arrangements and acceleration controls. Examples of power supplies may be a hydraulic system, a pneumatic system, a loading bed, lifting arrangement or an automated or robotic system.

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

The computer interface 215 is, as has been mentioned above, designed in accordance with a pre-determined computer standard, independent of the first layer 210 and the second layer 220. The computer interface 215 may be associated with a predetermined computer protocol. The said predetermined computer protocol may be a standard computer protocol. The said computer interface 215 may be known as a "control interface". The said computer interface 215 may be a computer interface 215 that is independent of the supplier of the vehicle.

The said first layer 210 may be arranged: - to collect information from sensors arranged at the vehicle and sensors arranged in the surroundings of the vehicle;

- to break down task orders (task signals with high-level commands) from the fourth layer to specific tasks (control signals comprising low-level commands in the form of control parameters);

- to determine routes in order to achieve at least one task in a given configuration of the surroundings;

- to determine which information must be transmitted or fed back to the fourth layer 240;

- to determine at which time the said information is to be transmitted or fed back to the fourth layer 240;

- to transmit control signals comprising control parameters (low-level commands) to the second layer 220. Figure 3b shows schematically a second layer 220 according to one aspect of the present invention.

The said second layer 220 may be known also as the "adaptation layer" and it is appropriate that it constitute a static configuration. The said second layer 220 may constitute a standard interface for a driver of the vehicle 100. The said first computer interface 215 may constitute a part of the said second layer 220,

whereby the second layer 220 constitutes a standard interface with layers at a higher level.

The said second layer 220 comprises a second control unit 380.

Communication means 351 are arranged for communication with the said first layer 210 and the said third layer 230. The said communication means 351 may include a transmitter-receiver unit. The said communication means 351 is arranged for communication with the said second control unit 380 over a link L380. The said second control unit 380 is arranged to receive control signals from the said first layer 210 over the said first computer interface 215, whereby the said control signals may comprise control parameters with respect to at least one task. The said second control unit 380 is arranged to adapt the control signals with respect to the said task to a format that the said third layer 230 can interpret and execute. The said second control unit 380 is arranged to generate control signals including low-level commands for the said third layer 230. The said third layer can influence various components at the vehicle 100 by means of these control signals, such that a task order from the said first layer can be executed.

The said second control unit 380 is arranged to transmit feedback signals from the said second layer 220 over the said first computer interface 215 to the said first layer 210,

whereby the said feedback signals may comprise information about faults and deviations, identified at the second level, 220, and/or the third layer 230, or at the computer interfaces or hardware (sensors/actuators) of these levels. It is the task of each layer to filter out information from underlying layers that is not to be reported upwards in the hierarchy at the system configuration.

The said feedback signals may comprise information about, for example:

1) x cases of contradictory sensor information for sensor y

2) 1235 kilometres remaining until oil change of the vehicle

3) charging voltage 23.4 volt.

The said second layer 220 may, for example, be arranged:

- to act as interface with a control system (third layer) at the vehicle 100, which control system was originally in the fundamental design;

- to constitute obligatory subsystems to make possible autonomous operation of a vehicle;

- to comprise infrastructure that is internal to the vehicle; - to provide a standard interface 215 with subsystems in layers at higher levels;

- to provide a safety mechanism in order to interrupt a command and to take measures in the event that a fault is discovered;

- to provide a mechanism for safe stopping or switching off.

Figure 3c shows schematically a third layer 230 according to one aspect of the present invention.

The said third layer 230 represents a logical part of the system configuration according to the invention. It is appropriate that the said third layer 230 constitute a control system that was originally part of the fundamental design of the vehicle 100, for manual operation of the said vehicle 1 00.

The said third layer 230 comprises a third control unit 390.

The said third control unit 390 is arranged for communication with a first control means 391 over a link L391 . The said third control unit 390 is arranged to control the said first control means 391 in accordance with the adapted control signals that have been received from the said second control unit 380 through the said communication unit 351 at the said second layer 220. The said first control means 391 is arranged to influence a driving speed of the said vehicle 100. The said first control means 391 may include a regulator of acceleration.

The said third control unit 390 is arranged for communication with a second control means 392 over a link L392. The said third control unit 390 is arranged to control the said second control means 392 in accordance with the control signals that have been received from the said second control unit 380 through the said communication unit 351 at the said second layer 220. The said second control means 392 is arranged to brake the said vehicle 100. The said second control means 292 may include at least one brake configuration, including, for example, disc brakes at wheels of the vehicle 100 or secondary brakes such as, for example, retarders, exhaust gas brakes, electrical secondary brakes, or similar.

The said third control unit 390 is arranged for communication with a third control means 393 over a link L393. The said third control unit 390 is arranged to control the said third control means 393 in accordance with the control signals that have been received from the said second control unit 380 through the said communication unit 351 at the said second layer 220. The said third control means 393 is arranged to influence a driving direction of the said vehicle 100. In this case the vehicle may, for example, turn a corner or be displaced sideways. The said third control means 293 may include at least one hydraulic, pneumatic or electrically controlled actuator to control the direction of travel of the vehicle 100. The said third control unit 390 may be arranged to control a number of different control means, components, units, etc.

at the vehicle 100. In this case, control signals may be transmitted over, for example, a CAN bus L396 that is internal to the vehicle. A number of different vehicle components 396.1 , 396.2, 396.3, 396.n may be connected to the said CAN bus L396. The said control means 391 , 392 and 393 can, according to one alternative, be connected to the said CAN bus L396. The control signals may be transmitted also over another standard for the transmission of data.

Communication means 395 are arranged for communication with the said second layer 220. The said communication means 395 may include a transmitter-receiver unit. The said communication means 395 are arranged for communication with the said third control unit 390 over a link L395. The said third control unit 395 is arranged to receive control signals from the said second layer 210 over the said second computer interface 225. The said third control unit 390 is arranged that transmit feedback signals from the said third layer 230 over the said second computer interface 225 to the said second layer 220, whereby the said feedback signals may comprise detailed information about the engine temperature, level of engine oil, steering angle and similar.

The said third layer 230 includes electrical systems, control systems, etc. that are standard. According to the system configuration according to the invention, updates, adaptations and modifications of hardware and software are required to an extremely small degree in the said third layer 230. The manufacturer of the vehicle can instead in this case carry out the major part of the required updates, adaptations and modifications of hardware and software in the said second layer 220. The said updates, adaptations and modifications of hardware and software can in this case concern the autonomous operation.

The said computer interface 225 may be specific to the manufacturer of the vehicle. From the perspective of the said third layer 230, it does not matter whether the control signals received from the said second layer 220, over the said second computer interface 225, have been generated during completely autonomous operation or during operator-controlled driving of the vehicle 100.

The said third layer 230 may be arranged:

- to manage direct control of control means at the vehicle 100;

- to provide essentially the same functionalities as those of a manually controlled vehicle 100.

Figure 3d shows schematically a fourth layer 240 according to one aspect of the present invention.

The said fourth layer 240 is a high-level layer. The said fourth layer 240 may include what is known as a "fleet management system". In this case one or several operators at a control unit 150 can control and monitor a vehicle fleet including a number of vehicles 100. It is illustrated in this case that the said control unit is arranged for

communication with a number of individual vehicles 100.1 1 , 100.12, 100 in a vehicle fleet 100.1 over a number of links at the said third computer interface 245.

An operator at the said control unit 150 can determine by means of suitable equipment which vehicles are to carry out which tasks. An operator can in this case initiate, activate and monitor a vehicle fleet in which the vehicles are driven autonomously.

Different groups of vehicles can in this case be created, in which individual vehicles collaborate autonomously in order to carry out certain tasks.

Suitable task orders are issued from the operator-controlled control unit to vehicles. These are communicated over the said third computer interface to the said first layer 210, which can be arranged, at least partially, at the various relevant vehicles.

The task orders may have, for example, the following wording:

1) Drive to position A, load goods at position A, drive to position B, unload goods at position B;

2) Vehicles with a loading capacity greater than 27 tonnes, are to carry out the task order specified in 1 ) above;

3) Vehicle 1 00.1 1 , is to interrupt its current task and drive to the workshop.

The said fourth layer 240 may be arranged:

- to monitor at least one autonomous vehicle fleet;

- to assign high-level task orders to individual autonomous vehicles in the said vehicle fleet;

- to receive warnings and messages from individual autonomous vehicles;

- to collect statistics from the autonomous vehicle fleet; - to act as HMI (human-machine interface) for the individual autonomous vehicles in the said vehicle fleet.

Figure 4a illustrates schematically a flow diagram of a method to make possible the autonomous operation of a vehicle. The method comprises a first method step s401 . The step s401 comprises the following steps:

- to determine a configuration of the surroundings by means of a first layer 21 0;

- to generate at least one control signal for the autonomous operation, based on the said configuration of the surroundings, by means of the said first layer

21 0;

- to transfer the said control signal for autonomous operation from the said first layer 210 to the said second layer 220, by means of a first computer interface 21 5,

whereby the said computer interface 21 5 is configured according to a predetermined standard, independent of the first layer 210 and the second layer 220; and

- to adapt the said control signal for autonomous operation for a third layer 230, by means of the said second layer 220.

The method is terminated after the step s401.

Figure 4b illustrates schematically a flow diagram of a method to make possible the autonomous operation of a vehicle. The method includes a method step s410. The method step s410 may include the step of generating, by means of a fourth layer arranged at a system architecture, a task signal for the control of one or several vehicles 100 in a vehicle fleet. It is appropriate that the task signal is constituted by a high-level command, for example: "Drive from position A to position B, load goods at position A, unload goods at position B", or "All vehicles with free loading capacity, drive to position A and load goods", etc. The method step s410 comprises also to transfer the task signal to a first layer 21 0 over a third computer interface 245. After the method step s410, a method step s420 is carried out. The method s420 can include to determine, by means of the first layer 210, a configuration of the surroundings of the vehicle 100. The method s420 can further include to generate, based on the said configuration of the

surroundings and the said task signal from the said fourth layer 240, at least one control signal for the autonomous operation of the said vehicle 1 00. The said control signal for autonomous operation may comprise, for example, low- level commands in the form of control parameters for the vehicle 100, such as a vehicle speed, a direction of travel, a control angle at the steering wheel or similar. The said control signal may include tasks that are components of the said task order from the said fourth layer 240.

The method step s420 further includes to transfer, over a first computer interface 215, the said, at least one, control signal from the said first layer 210 to a second layer 220. The method step s420 can further include to transfer a first feedback signal from the said first layer 210 to the said fourth layer 240. The said first feedback signal can comprise, for example, information about the operating condition and/or the performance of the vehicle. The said first feedback signal can comprise, for example, information about acute stops of the vehicle 100, that the vehicle 100 is close to a stop based on the level of fuel in vehicle 1 00, the formation of queues, impediments in the surroundings that can prevent the vehicle 100 carrying out the task according to the said task signal, that the task has been completed, that the vehicle has a high engine temperature, etc. After the method step s420, a method step s430 is carried out. The method s430 may include to adapt, by means of the said second layer 220, the, at least one, control signal from the said first layer 21 0. The said, at least one, control signal is adapted for a third layer 230, such that the said third layer 230 can interpret the adapted control signal. The said adapted control signal may comprise, for example, detailed control parameters such as the position of the accelerator pedal, steering wheel angle, or similar.

The method step s430 may further comprise to transfer the said adapted control signal from the said second layer 220 to the said third layer 230 by means of a second computer interface 235.

The method step s430 can include also to transfer a second feedback signal from the said second layer 220 to the said first layer 210. The said second feedback signal can comprise, for example, information about the operating condition and/or the performance of the vehicle.

After the method step s430, a method step s440 is carried out.

The method step s440 may comprise to control, by means of the said third layer 230, at least one control means on the basis of the said adapted control signal from the said second layer 220. Autonomous operation of the vehicle 100 according to the said task order from the said fourth layer 240 is in this way achieved. The method step s440 can include also to transfer a third feedback signal from the said third layer 230 to the said second layer 220. The said third feedback signal can comprise, for example, information about the operating condition and/or the performance of the vehicle.

The method is terminated after method s440 or it is repeated from method step s410. Figure 5 shows a drawing of a design of an arrangement 500. The control units at the various layers 210, 220, 230 and 240, such as the said control unit 300, 380 and 390, may, in one design, comprise the arrangement 500. The said control unit 150 may include one or several computers with an arrangement 500. The arrangement 500 comprises a non-transient memory 520, a data processing unit 510 and a read/write memory 550. The non-transient memory 520 has a first section of memory 530 in which a computer program, such as an operating system, is stored in order to control the function of the

arrangement 500. Furthermore, the arrangement 500 comprises a bus controller, a serial communication port, I/O means, an AID converter, a unit for the input and transfer of time and date, an event counter and an interrupt controller (not shown in the drawing). The non-transient memory 520 has also a second section of memory 540. A computer program P, which may comprise routines for the autonomous operation of a motor vehicle 100, is provided at the arrangement 500.

The computer program P may comprise routines to determine a configuration of the surroundings by means of a first layer 210. The computer program P may comprise routines to generate at least one control signal for the autonomous operation, based on the said configuration of the surroundings, by means of the said first layer 210. The computer program P may comprise routines to transfer the said control signal for autonomous operation from the said first layer 210 to the said second layer 220 by means of a first computer interface 215. The computer program P may comprise routines to adapt the said control signal for autonomous operation for a third layer 230 by means of the said second layer 220.

The computer program P may comprise routines to determine a route for the vehicle 100 on the basis of the said configuration of the surroundings that has been determined by means of the said first layer 210. The computer program P may comprise routines to control continuously the navigation the said vehicle 100, by means of said first layer 210.

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

The computer program P may comprise routines to make possible

communication between the said first layer 210 and a fourth layer 240 by means of a third computer interface 245.

The computer program P may comprise routines to feed back information with respect to the operating condition and/or the performance of the vehicle 100 from at least the said second layer 220 to the said first layer 210.

The computer program P may be stored in an executable form or in a compressed form in at least one of a memory 560 and a read/write memory 550. When it is described that the data processing unit 510 carries out a certain function, it is to be understood that the data processing unit 51 0 carries out a certain part of the program that is stored in the memory 560, or a certain part of the program that is stored in the read/write memory 550. The data processing arrangement 510 can communicate with a data port 599 through a data bus 515. The non-transient memory 520 is intended for communication with the data processing unit 510 through a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 through a data bus 51 1 . The read/write memory 550 is arranged to communicate with the data processing unit 510 through a data bus 514. The links L310, L320, L330, L340, L350, L351 , L360, L391 , L392, L393, L394, L395 and L396, for example, can be connected to the data port 599 (see, for example, Figures 3a-3c).

When data is received at the data port 599 it is temporarily stored in the second section of memory 540. When the data that has been received has been temporarily stored, the data processing unit 510 is prepared for the execution of code in a manner that has been described above.

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

The signals received at the data port 599 can be used by the arrangement 500 to drive the vehicle 100 by autonomous operation.

Parts of the methods described here may be carried out by the arrangement 500 with the aid of the data processing unit 510, which runs the program stored in the memory 560 or in the read/write memory 550. When the arrangement 500 runs the program, the method described here is executed.

The previous description of the preferred embodiments of the present invention has been provided for the purposes of illustration and description of the invention. It is not intended to be exhaustive or to limit the invention to the variants that have been described. Many modifications and variations will be obvious for one skilled in the arts. The embodiments were selected and described in order to best explain the principles of the invention and its practical applications, and thus to make it possible for those skilled in the arts to understand the invention for various embodiments and with the various modifications that are appropriate for the intended use.

Claims

1. A system configuration to make possible the autonomous operation of a vehicle (1 00), comprising:

- a first layer (210) arranged to determine a configuration of the surroundings and, based on the said configuration of the surroundings, to generate at least one control signal for the autonomous operation of the said vehicle;

- a second layer (220) arranged to adapt the said control signal from the said first layer (210) for a third layer (230); and

- a first computer interface (215) arranged in communicative connection with the said first layer (210) and the said second layer (220),

in which the said first computer interface (215) is arranged to transfer the said, at least one, control signal for autonomous operation from the said first layer

(210) to the said second layer (220),

whereby the said computer interface (215) is configured according to a predetermined standard, independent of the first layer (210) and the second layer (220).

2. The system configuration according to claim 1 ,

in which the said second layer (220) a static configuration.

3. The system configuration according to claim 1 or 2,

in which the said first layer (210) may be arranged to determine a route for the vehicle (1 00) on the basis of the said configuration of the surroundings that has been determined.

4. The system configuration according to any one of claims 1 -3,

in which the said first layer (210) is arranged to control autonomous operation of the said vehicle (100) by controlling continuously the navigation of the said vehicle (1 00).

5. The system configuration according to any one of claims 1 -4, comprising: - a second computer interface (235) arranged in communicative connection with the said second layer (220) and the said third layer (230),

whereby the said computer interface (235) is arranged to transfer an adapted control signal from the said second layer (220) to the said third layer (230).

6. The system configuration according to any one of claims 1 -5, where the said third layer (230) includes a control system that is internal to the vehicle and at least one control means.

7. The system configuration according to any one of claims 1 -6, comprising a fourth layer (240) arranged for communication with the said first layer (210) through a third computer interface (245).

8. The system configuration according to claim 7, where the said fourth layer (240) includes an operator-controlled control unit.

9. The system configuration according to any one of claims 1 -8, where at least the said first layer (210) and the said second layer (220) are arranged to feed back information with respect to the operating condition and/or the

performance of the vehicle (100).

10. A method to make possible the autonomous operation of a vehicle (100) comprising the steps:

- to determine a configuration of the surroundings by means of a first layer (210);

- to generate at least one control signal for the autonomous operation, based on the said configuration of the surroundings, by means of the said first layer (210);

- to transfer the said control signal for autonomous operation from the said first layer (210) to the said second layer (220), by means of a first computer interface (215), whereby the said computer interface (215) is configured according to a predetermined standard, independent of the first layer (210) and the second layer (220); and

- to adapt the said control signal for autonomous operation for a third layer (230), by means of the said second layer (220).

1 1 . The method to make possible the autonomous operation of a vehicle according to claim 10, further comprising the step:

- to determine a route for the vehicle (100) on the basis of the said configuration of the surroundings that has been determined, by means of the said first layer (210).

12. The method to make possible the autonomous operation of a vehicle according to claim 10 or 1 1 , further comprising the step:

- to control continuously the navigation of the said vehicle, by means of said first layer (210).

13. The method to make possible the autonomous operation of a vehicle according to any one of claims 10-1 2, further comprising the step:

- to transfer an adapted control signal from the said second layer (220) to the said third layer (230), by means of a second computer interface (235).

14. The method to make possible the autonomous operation of a vehicle according to any one of claims 10-1 3, further comprising the step:

- to make possible communication between the said first layer (210) and a fourth layer (240), by means of a third computer interface (245).

15. The method to make possible the autonomous operation of a vehicle according to any one of claims 10-14, further comprising the step:

- to feed back information with respect to the operating condition and/or the performance of the vehicle (100) from at least the said second layer (220) to the said first layer (210).

16. A motor vehicle (100; 1 1 0) adapted to make possible autonomous operation according to the system configuration according to any one of claims 1 -9.

17. The motor vehicle (100; 1 10) according to claim 16,

whereby the motor vehicle is any one of a lorry, bus, forestry machine, mining machine, wheel loader or car.

18. A computer program (P), where the said computer program (P) comprises program code to carry out the method steps according to any one of claims 10- 15, when the said computer program is run on a computer (150; 300; 380; 390; 500).

19. A computer program product comprising a program code to carry out the method steps according to any one of claims 10-15, when the said program code is run on a computer (150; 300; 380; 390; 500).