WO2020165054A1 - Procédé servant à arrêter un véhicule autonome - Google Patents

Procédé servant à arrêter un véhicule autonome Download PDF

Info

Publication number
WO2020165054A1
WO2020165054A1 PCT/EP2020/053230 EP2020053230W WO2020165054A1 WO 2020165054 A1 WO2020165054 A1 WO 2020165054A1 EP 2020053230 W EP2020053230 W EP 2020053230W WO 2020165054 A1 WO2020165054 A1 WO 2020165054A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
control device
calculated
current position
target trajectory
Prior art date
Application number
PCT/EP2020/053230
Other languages
German (de)
English (en)
Inventor
Steffen BIEL
Markus Birk
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2020165054A1 publication Critical patent/WO2020165054A1/fr

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • G01S19/48—Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
    • G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
    • G01C21/16—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation
    • G01C21/165—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation combined with non-inertial navigation instruments
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/0055—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with safety arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/15—Agricultural vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • G01S19/50—Determining position whereby the position solution is constrained to lie upon a particular curve or surface, e.g. for locomotives on railway tracks

Definitions

  • the present invention relates to a method for defining a work area for a vehicle with the features of claim 1, a control device with the features of claim 7, a computer program product with the features of claim 8, and a vehicle with the features of claim 9.
  • DE 10 2006 054 346 A1 discloses a mobile satellite-supported navigation device and a method for determining the geographical position of a vehicle.
  • the present invention is based on the object of proposing a method for stopping an autonomous vehicle which can be used even if a position determination fails.
  • the present invention proposes a method for defining a work area for a vehicle according to claim 1, a control device according to claim 7, a computer program product according to claim claim 8, and a vehicle according to claim 9 before. Further advantageous refinements and developments emerge from the subclaims.
  • a position determination system of the vehicle In a method for stopping an autonomous vehicle, wherein the vehicle moves along a target trajectory. There is a failure of a position determination system of the vehicle.
  • the position determination system is set up to determine a position of the vehicle by means of a global navigation satellite system.
  • a target speed of the vehicle is set at 0 km / h.
  • a current position of the vehicle is calculated using odometry. Starting from the calculated current position, the vehicle continues to move on the target trajectory until it stops on the target trajectory.
  • the vehicle here is an off-road utility vehicle, e.g. B. an agricultural or forestry vehicle, namely an agricultural machine, a construction machine, an industrial truck, a snow groomer, a mining vehicle, a cleaning machine, or another utility vehicle.
  • the vehicle is an agricultural vehicle.
  • the vehicle is designed in such a way that it can drive autonomously and that it can carry out other automated functions if necessary.
  • automated functions can be: the application of seeds, grit, bulk material, fertilizers, herbicides, pesticides, fungicides or the like; harvesting, cutting or clearing plants or the like; turning, loosening or removing soil; a transport of goods.
  • the vehicle preferably only performs these automated functions and autonomous driving within a work area.
  • the off-road area refers to the area that is located away from roads and paths, for example areas used for agriculture or forestry, construction site areas, company premises, etc.
  • the work area is the area within which the vehicle should be in order to do its work. For example, if it is a rural economical vehicle, the work area can be worked on an agricultural area such. B. be a field or a plantation.
  • the work area has a boundary that separates it from its surroundings. This limitation can be defined, for example, by a property boundary, field boundary or floor boundary.
  • the vehicle moves along a target trajectory.
  • This target trajectory can for example have been planned by means of a control device of the vehicle. This can, for example, carry out trajectory planning using software.
  • the target trajectory represents the trajectory along which the vehicle is to move. It is also planned which sections of the target trajectory can be driven at what speed, with what acceleration and with what steering angle.
  • position data are required for the vehicle.
  • This position data is determined by means of the position determination system of the vehicle.
  • the vehicle's position determination system uses the global navigation satellite system (GNSS).
  • GNSS global navigation satellite system
  • GPS coordinates of the vehicle can be determined. This makes it possible to clearly determine the global position at which the vehicle is located.
  • the coordinates of the target trajectory that the vehicle is to travel are determined by means of the GNSS.
  • the vehicle can be controlled by means of the control device in such a way that it moves along the target trajectory.
  • a failure of the position determination system can be caused, for example, by a malfunction of the position determination system itself.
  • the failure of the positioning system can be caused by a disturbance in the GNSS.
  • the failure of the position determination system can be caused by a disruption of a transmission of the GNSS.
  • the consequence of the failure is that the global position of the vehicle can no longer be determined using the GNSS. As a result, it is no longer possible to reliably follow the target trajectory.
  • the target speed of the vehicle is set at 0 km / h. This is done by means of the control device of the vehicle.
  • the control device is connected to a drive system of the vehicle.
  • control device is connected to an actuator system of the drive system of the vehicle.
  • This connection is such that data and signals can be exchanged.
  • the connection can be made cordless or wired, for example.
  • the control device like the individual actuators of the drive system, has at least one interface via which the data and signal exchange can take place.
  • the control device is set up to control the actuators of the drive system of the vehicle.
  • the drive system of the vehicle includes, for example, an engine unit, e.g. B. an electric motor, an internal combustion engine o. ⁇ ., A Ge gear, a steering system, and a braking system.
  • the control device can control the actuators of these elements just mentioned in such a way that, for example, a drive torque is made available that a steering angle is set on the wheels of the vehicle, that the vehicle is braked or the like. In other words, the control device can control the vehicle enable them to drive autonomously.
  • the control device controls the actuators of the drive system so that the vehicle is braked and no more drive torque is provided. Until the vehicle is stopped, however, it covers a certain braking distance depending on its initial speed. This braking distance is to be selected in such a way that it lies on the target trajectory. It is therefore necessary to determine the current position of the vehicle despite the failure of the position determination system.
  • a current position of the vehicle is calculated using odometry.
  • odometry By means of odometry, it is possible to infer its current position based on the data determined about the movement of the vehicle. This movement data can be used to determine the speed at which the vehicle is moving in which direction away. This in turn allows conclusions to be drawn about the vehicle's coordinates.
  • Based on the last known coordinates of the vehicle it is calculated where the vehicle is after a certain period of time after the position determination system has failed and will be until it stops. This calculation can be done, for example, by means of the control device which uses a computer program product for this purpose.
  • the vehicle Starting from the calculated current position, the vehicle is moved further on the target trajectory until it stops on the target trajectory.
  • the coordinates of the target trajectory to be traveled are known from trajectory planning.
  • the control device accordingly controls the actuators of the drive system of the vehicle in such a way that it reduces its speed to 0 km / h, but at the same time does not leave the target trajectory.
  • the control device can adjust a steering angle of the vehicle, for example.
  • the advantage of the method presented is that, even if the position determination system fails, the vehicle is kept on the target trajectory until it comes to a standstill. This prevents damage or accidents from occurring in the vicinity of the target trajectory of the vehicle. For example, in an agricultural vehicle which works on an agricultural area, a lane is not left, so that the seeds are not damaged.
  • the coordinates calculated by means of odometry are less precise than the coordinates determined by means of GNSS, but are sufficient to safely stop the vehicle.
  • the current position of the vehicle is calculated using a kinematic vehicle model.
  • This kinematic vehicle model is based on data from the vehicle's steering angle sensors.
  • the kinematic vehicle model is based on data from the speed sensors of the vehicle, on data from the speed sensors of the vehicle and / or on data from the acceleration sensors of the vehicle.
  • Suitable steering angle sensors, speed sensors, speed sensors and acceleration sensors are known from the prior art.
  • the distance covered and to be covered can be calculated from the data on the speed, acceleration or wheel speeds of the vehicle.
  • An orientation of the vehicle can be calculated from the data on the steering angle of the vehicle. Data on the steering angle and data on the wheel speed are preferably used.
  • the kinematic vehicle model can be used to calculate the direction in which the vehicle is moving.
  • the current position of the vehicle is calculated using the data from an inertial measuring unit.
  • the inertial measurement unit is called the inertial measurement unit (IMU).
  • IMU inertial measurement unit
  • This inertial measuring unit supplies data relating to the acceleration of the vehicle in all three spatial directions, as well as data relating to a rotational movement of the vehicle in all three spatial directions.
  • the current position of the vehicle is calculated using radar, lidar or visual odometry.
  • data from a radar system, a lidar system, an ultrasound system, an infrared system and / or a camera system are used.
  • the distance between the vehicle and objects in the vicinity can be determined on the basis of the data from these systems. Starting from this distance, which changes due to the movement of the vehicle, the current position of the vehicle can be calculated by means of odometry.
  • the vehicle is also stopped within the work area. In other words, the vehicle is both kept on the target trajectory and stopped within the working area.
  • the work area can be demarcated from an environment by means of additional delimitations, for example by means of a physical or virtual fence.
  • This additional delimitation can be detected, for example, by means of the vehicle's own sensors, e.g. B. by means of imaging sensor systems.
  • the work area can only be defined using coordinates. These are known to the control device of the vehicle, for example they are stored in a memory.
  • the control device controls the actuators of the drive system of the vehicle based on the current calculated position of the vehicle and based on the data for delimiting the work area. For example, a stronger braking of the vehicle can be initiated so that the working area is not left. This is advantageous when the failure of the position determination system occurs near the boundary of the working area. This can prevent the vehicle from presenting an accident risk to the environment outside the work area.
  • the calculated current position of the vehicle is checked for plausibility by means of a trilateration based on radio signals.
  • the vehicle can have a communication device with which the vehicle can communicate via radio signals with a control center, with a cloud, with other vehicles (C2C) and / or with an infrastructure (C2I).
  • C2C vehicles
  • C2I infrastructure
  • a radio standard is used for this communication, for example WLan, LTE, UMTS, Zig-Bee, Bluetooth or the like.
  • the communication device has at least one interface by means of which it is connected to the control device of the vehicle. This connection is such that data and signals can be exchanged.
  • radio networks such. B. the cellular network, several transmitters that are spaced apart.
  • the vehicle is thereby connected to the transmitters by means of its communication device.
  • the communication device itself or the control device can use trilateration to determine which position the vehicle occupies in relation to at least three of these transmitters. If the global position of the Sen is also known, z. B. in GPS coordinates, the current position of the vehicle can be estimated. This makes it possible to check the plausibility of the current position of the vehicle, which was calculated by odometry.
  • the control device for the vehicle can be connected to a drive system of the vehicle, to at least one sensor system of the vehicle and to a position determination system of the vehicle.
  • the control device has means which are set up to stop the vehicle according to the method steps that have already been described in the previous description.
  • the control device has a number of interfaces via which the connections between the control device and further elements can be established.
  • the control device is connected to the actuators of the drive system, so that the control device can control them. This has already been described in the previous description.
  • the control device can be designed, for example, as an ECU or a domain ECU.
  • the control device can be connected to the at least one sensor system of the vehicle.
  • the at least one sensor system can include a steering angle sensor system, an acceleration sensor system, a speed sensor system, a speed sensor system, or imaging sensors for detecting the surroundings, e.g. B. have a radar, lidar, or camera system.
  • the vehicle can have a combination of these sensor systems just mentioned.
  • the connection between the control device and the at least one sensor system is such that data and signals can be exchanged.
  • the connections can be wireless or wired.
  • control device can be connected to the position determination system.
  • the position determination system delivers the in regular operation Coordinates of the vehicle to the control device, so that trajectory planning and driving of the target trajectory can take place. This has already been described in the previous description.
  • control device can be connected to the communication device of the vehicle.
  • the control device has means which are set up to stop the vehicle according to the method steps that have already been described in the previous description.
  • These means can be, for example, a computer program product, by means of which the method steps can be carried out which are required to stop the vehicle. These are: determining the failure of the positioning system; lowering the speed to 0km / h; calculating the current position of the vehicle using odometry; moving the vehicle on the target trajectory until the vehicle stops.
  • the computer program product comprises commands which, when the program is executed by the control device, execute the method that has already been described in the previous description.
  • the computer program product uses a program code that can be embodied on a data carrier or as a downloadable data stream.
  • a vehicle has a control device that has already been described in the previous description.
  • the vehicle has a position determination system, at least one sensor system and a drive system.
  • the control device is connected to the position determination system, to the sensor system and to the drive system.
  • the vehicle can have a communication device.
  • the at least one sensor system can have, in addition to the already described sensor system, one radar sensor or one lidar sensor per wheel. These sensors can be arranged behind each wheel in the direction of travel. The data obtained in this way makes it possible to determine the vehicle's own movement. Thus, it would be possible to compensate for inaccuracies in the odometry, the z. B. because of Unevenness in the work area z. B. can occur because of vegetation. In addition, a float angle of the vehicle could thus also be determined.
  • Fig. 1 is a schematic representation of a method according to aforementionedsbei game
  • FIG. 2 shows a schematic illustration of a vehicle in a work area that uses a method according to the exemplary embodiment from FIG. 1.
  • Fig. 1 shows a schematic representation of a method V according to an exemplary embodiment.
  • the vehicle moves autonomously on a target trajectory that was planned by means of a control device of the vehicle.
  • the global position of the vehicle can be clearly determined by means of a position determination system of the vehicle, since the position determination system is still working correctly. The coordinates of the vehicle are therefore known at all times.
  • a failure of the position determination system is determined. For example, position data can no longer be received from a GNSS or the position determination system is defective. As soon as current coordinates of the vehicle can no longer be determined by means of the position determination system, it is necessary to bring the vehicle safely to a standstill.
  • a setpoint speed of the vehicle is set at 0 km / h by the control device of the vehicle.
  • the STEU therefore controls a drive system of the vehicle so that braking is initiated.
  • a current position of the vehicle is calculated on the basis of data by means of odometry to move the vehicle. These data are determined by means of at least one sensor system of the vehicle. The current position is calculated, for example, using data relating to the wheel speeds and data relating to a steering angle of the vehicle.
  • a fourth step 104 the vehicle is controlled by the control device on the basis of the calculated current position of the vehicle and on the basis of the known target trajectory in such a way that it comes to a standstill on the target trajectory at a safe stop position.
  • the control device thus controls the drive system of the vehicle in such a way that its longitudinal and lateral guidance is adapted in such a way that it continues to move on the target trajectory during the entire braking process until it finally stops.
  • FIG. 2 shows a schematic illustration of a vehicle 1 in a work area 5 that uses a method according to the exemplary embodiment from FIG. 1.
  • the work area 5 is an agricultural area that is delimited by a boundary 12 from the environment.
  • the vehicle 1 moves autonomously along its target trajectory 2 within the working area 5.
  • This target trajectory 2 lies on a predefined lane 11 within the working area 5.
  • the vehicle 1 has a drive system 7, a control device 6, a position determination system 8 and a sensor system 9.
  • the control device 6 is connected to the position determination system 8 so that data and signal exchange can take place.
  • the control device 6 is connected to the drive system 6 so that data and signals can be exchanged.
  • the control device 6 is connected to the sensor system 9 so that a data and signal exchange can follow.
  • the position determination system 8 is used to determine a global position of the vehicle 1. This is usually connected to the GNSS. However, the GNSS cannot be reached here. As a result, the global position of vehicle 1 and thus the coordinates of vehicle 1 cannot be determined.
  • the sensor system 9 has a wheel speed sensor system and a steering angle sensor system. Using the data from these sensors, the control device 6 can calculate the current position 4 of the vehicle 1 by means of odometry. This makes it possible to keep the vehicle 1 on the target trajectory 2.
  • the current position can be calculated using data from an IMU. Again as an alternative to this, the current position can be calculated using radar, lidar or visual odometry.
  • the control device 6 controls the drive system 7 of the vehicle 1 in such a way that the vehicle 1 is braked and at the same time remains on the target trajectory 2. That is, a longitudinal guidance and a lateral guidance of the vehicle 1 are adapted. The vehicle 1 thus continues to move in the direction of travel 3 until it comes to a standstill at the safe stop position 10. It can thus be guaranteed that the vehicle 1 will nevertheless safely come to a standstill due to the failure of the position determination system 8.

Landscapes

  • Engineering & Computer Science (AREA)
  • Remote Sensing (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Combustion & Propulsion (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Human Computer Interaction (AREA)
  • Mathematical Physics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé servant à arrêter un véhicule (1) autonome, dans lequel le véhicule se déplace le long d'une trajectoire théorique (2). Une panne d'un système de définition de position (8) du véhicule survient. Le système de définition de position est mis au point pour définir une position du véhicule au moyen d'un système mondial de navigation par satellites (GNSS). Une vitesse théorique (3) du véhicule est fixée à 0 km/h. Une position instantanée (4) du véhicule est calculée par odométrie. En partant de la position instantanée calculée, le véhicule continue à se déplacer sur la trajectoire théorique jusqu'à ce qu'il s'arrête sur la trajectoire théorique.
PCT/EP2020/053230 2019-02-11 2020-02-10 Procédé servant à arrêter un véhicule autonome WO2020165054A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019201697.9 2019-02-11
DE102019201697.9A DE102019201697A1 (de) 2019-02-11 2019-02-11 Verfahren zum Stoppen eines autonomen Fahrzeugs

Publications (1)

Publication Number Publication Date
WO2020165054A1 true WO2020165054A1 (fr) 2020-08-20

Family

ID=69570653

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2020/053230 WO2020165054A1 (fr) 2019-02-11 2020-02-10 Procédé servant à arrêter un véhicule autonome

Country Status (2)

Country Link
DE (1) DE102019201697A1 (fr)
WO (1) WO2020165054A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020099481A1 (en) * 2001-01-22 2002-07-25 Masaki Mori Travel controlling apparatus of unmanned vehicle
DE102006054346A1 (de) 2006-11-17 2008-05-21 Conti Temic Microelectronic Gmbh Navigationsgerät und Verfahren zur Bestimmung der geographischen Position eines Fahrzeugs
CN101476894A (zh) * 2009-02-01 2009-07-08 哈尔滨工业大学 车载sins/gps组合导航系统性能增强方法
DE102015008879A1 (de) * 2015-07-09 2016-03-24 Daimler Ag Verfahren zur Selbstlokalisation eines Fahrzeugs

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013018807A1 (de) * 2013-11-11 2015-05-13 Neusoft Technology Solutions Gmbh Funk-Navigationsvorrichtung und Verfahren zum Empfangen, Auswerten und Bearbeiten von fehlerhaften Navigationssignalen
DE102015007657A1 (de) * 2015-06-17 2015-12-17 Daimler Ag Verfahren zur automatischen Steuerung eines Fahrzeugs

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020099481A1 (en) * 2001-01-22 2002-07-25 Masaki Mori Travel controlling apparatus of unmanned vehicle
DE102006054346A1 (de) 2006-11-17 2008-05-21 Conti Temic Microelectronic Gmbh Navigationsgerät und Verfahren zur Bestimmung der geographischen Position eines Fahrzeugs
CN101476894A (zh) * 2009-02-01 2009-07-08 哈尔滨工业大学 车载sins/gps组合导航系统性能增强方法
DE102015008879A1 (de) * 2015-07-09 2016-03-24 Daimler Ag Verfahren zur Selbstlokalisation eines Fahrzeugs

Also Published As

Publication number Publication date
DE102019201697A1 (de) 2020-06-25

Similar Documents

Publication Publication Date Title
EP4002052B1 (fr) Conduite d'un véhicule automobile dans une air de stationnement
EP3177503B1 (fr) Porcédé et dispositif pour conduire un véhicule à une position visée
EP3224118B1 (fr) Procédé et dispositif de conduite assistée d'un véhicule
WO2019101651A1 (fr) Procédé et dispositif de fonctionnement d'un système mobile
EP1419683B1 (fr) Methode de commande d'un vehicule agricole
EP3095676B1 (fr) Procede de mise a disposition d'un vehicule defini par l'utilisateur
DE102016113902A1 (de) Feldbasierte Drehmoment-Lenkregelung
EP3670301B1 (fr) Procédé de commande au moins partiellement automatisée du véhicule automobile lors d'un processus de stationnement ou de sortie de stationnement, dispositif de commande, ainsi que véhicule automobile
EP3224117A1 (fr) Procédé et dispositif d'aide à la conduite d'un véhicule
DE102005050310A1 (de) Systeme und Verfahren zum Steuern eines Fahrzeuges
WO2016180596A1 (fr) Détermination d'une trajectoire d'un véhicule
DE102006037588B4 (de) Verfahren zur automatischen oder teilautomatischen spurtreuen Mehrachslenkung eines Straßenfahrzeugs und Vorrichtung zur Durchführung des Verfahrens
DE102016218876B4 (de) Verfahren zum Betrieb eines Kraftfahrzeugs, Kraftfahrzeug sowie Verfahren zur Ermittlung einer Soll-Trajektorieinformation
EP3328715B1 (fr) Procédé permettant de manoeuvrer un véhicule automobile de manière au moins semi-automatique par une correction de position, système d'aide à la conduite et véhicule automobile
DE102008011947A1 (de) Roboterfahrzeug sowie Ansteuerverfahren für ein Roboterfahrzeug
EP1983396A2 (fr) Procédé de départ d'une surface de travail
EP3611303A1 (fr) Engin de construction autonome et procédé de commande d'un engin de construction autonome
WO2020169374A1 (fr) Procédé pour valider des fonctions automatisées d'un véhicule
DE102019111315A1 (de) Autonome landwirtschaftliche Arbeitsmaschine und Verfahren zu deren Betrieb
DE102018107508A1 (de) Echtzeitfahrstreifenwechselanzeige
DE10019011A1 (de) Verfahren zum Steuern einer Maschine auf einem vorgegebenen Fahrweg und Vorrichtung zu dessen Durchführung
EP3732945A1 (fr) Technique de la génération d'un profil de terrain à l'aide d'une machine agricole
WO2020165054A1 (fr) Procédé servant à arrêter un véhicule autonome
DE102019216147B3 (de) Verfahren zur Bestimmung einer Befahrbarkeit eines Bereichs eines Geländes für ein Fahrzeug
DE102017109070A1 (de) Fahrassistenzsystem für ein Fahrzeug mit einem Ausparkassistenten und einem Langsamfahr-Folgeassistenten

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20704824

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 20704824

Country of ref document: EP

Kind code of ref document: A1