WO2021061459A1 - Système et procédé de modernisation de camions pour les doter de caractéristiques de conduite assistée - Google Patents

Système et procédé de modernisation de camions pour les doter de caractéristiques de conduite assistée Download PDF

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Publication number
WO2021061459A1
WO2021061459A1 PCT/US2020/050937 US2020050937W WO2021061459A1 WO 2021061459 A1 WO2021061459 A1 WO 2021061459A1 US 2020050937 W US2020050937 W US 2020050937W WO 2021061459 A1 WO2021061459 A1 WO 2021061459A1
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WO
WIPO (PCT)
Prior art keywords
truck
wind deflector
controller
sensors
cab
Prior art date
Application number
PCT/US2020/050937
Other languages
English (en)
Inventor
Krystian GEBIS
Robert GEBIS
Mateusz KUBAK
Eli Alejandro Guerron
Original Assignee
Autobon Holdings, Inc.
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 Autobon Holdings, Inc. filed Critical Autobon Holdings, Inc.
Publication of WO2021061459A1 publication Critical patent/WO2021061459A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R11/00—Arrangements for holding or mounting articles, not otherwise provided for
    • B60R11/04—Mounting of cameras operative during drive; Arrangement of controls thereof relative to the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J7/00—Non-fixed roofs; Roofs with movable panels, e.g. rotary sunroofs
    • B60J7/22—Wind deflectors for open roofs
    • B60J7/226—Wind deflectors for open roofs immovably attached to vehicle roof section
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R11/00—Arrangements for holding or mounting articles, not otherwise provided for
    • B60R2011/0001—Arrangements for holding or mounting articles, not otherwise provided for characterised by position
    • B60R2011/0003—Arrangements for holding or mounting articles, not otherwise provided for characterised by position inside the vehicle
    • B60R2011/0035—Sun visors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R11/00—Arrangements for holding or mounting articles, not otherwise provided for
    • B60R2011/0001—Arrangements for holding or mounting articles, not otherwise provided for characterised by position
    • B60R2011/004—Arrangements for holding or mounting articles, not otherwise provided for characterised by position outside the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining
    • B62D35/001—For commercial vehicles or tractor-trailer combinations, e.g. caravans
    • 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
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9327—Sensor installation details
    • G01S2013/93273—Sensor installation details on the top of the vehicles

Definitions

  • assisted driving technologies and retrofitting vehicles including retrofitting commercial vehicles, for assisted driving features can be found in provisional patent application Ser. No. 62/904,354, filed September 23, 2019, and provisional patent application Ser. No. 63/042,714, filed June 23, 2020, the entire disclosures of which are incorporated by reference herein.
  • the present invention generally relates to an assisted driving system for commercial vehicles that transport goods, and more specifically, the present invention relates to a system that can be retrofitted on commercial trucks, including semi-trailer trucks, in order to provide assisted driving features including autonomous or semi-autonomous driving features.
  • Autonomous driving, semi-autonomous driving, and assisted driving are recognized as important emerging technologies. Autonomous driving has been projected to provide significant benefits. Many companies have committed significant resources to the development of autonomous, semi-autonomous driving, and assisted driving technologies. [0003] Autonomous driving, semi-autonomous driving, and assisted driving are expected to provide significant benefits for commercial vehicles used in the trucking industry for transportation of goods. These benefits include increased efficiency, lower costs, and improved working conditions for drivers and operators.
  • a method and system for retrofitting a truck to provide assisted driving features are disclosed.
  • the system includes a wind deflector portion mountable on a cab of the truck, a replacement driver sun visor portion, a communications unit, localization sensors, and a controller.
  • the wind deflector portion includes a plurality of forward facing cameras, left and right side facing cameras, and left and right rear facing cameras.
  • the replacement driver sun visor portion includes one or more driver-facing cameras and a user interface unit.
  • the controller is operatively connected to the cameras, the radar unit, the localization sensors, the user interface unit, the communications unit, and a CAN bus of the truck. Programming installed on the controller provides assisted driving features for the truck. BRIEF DESCRIPTION OF THE FIGURES
  • FIG. 1 is a diagram showing a system for retrofitting a truck to provide assisted driving features.
  • FIG. 2 shows the wind deflector portion of the system of FIG. 1.
  • FIG. 3 shows the sun visor portion of the system of FIG. 1.
  • FIGS. 4A and 4B show a block diagram of the system of FIG. 1.
  • FIG. 5 is a block diagram of the programming shown in FIG. 4A.
  • FIGS. 6A and 6B are block diagrams of the applications shown in FIG. 5.
  • FIG. 7 shows the mounts for installing the wind deflector portion onto the cab of a truck.
  • FIG. 8 is a diagram of the perception layer engine and the components connected thereto.
  • FIG. 9 is a flow chart of the lane keeping application shown in FIG. 6A.
  • FIG. 10 is a flow chart of the adaptive cruise control application shown in
  • FIG. 6A is a diagrammatic representation of FIG. 6A.
  • FIG. 11 is a flow chart of the lane aware application shown in FIG. 6A.
  • FIG. 12 is a flow chart of the automated electronic logging application 622 in
  • FIG. 6A is a diagrammatic representation of FIG. 6A.
  • FIG. 13 is a flow chart 780 of the (driver initiated) lane change request application 626 in FIG. 6A.
  • FIG. 14 is a flow chart 800 of the system initiated lane change application 630 in FIG. 6 A.
  • FIG. 15 is a flow chart 810 of the autopilot lane change application 634 in
  • FIG. 6A is a diagrammatic representation of FIG. 6A.
  • FIG. 16 is a flow chart 820 of the trailer cargo video application 638 in FIG.
  • FIG. 17 is a flow chart 840 of the platooning application 642 in FIG. 6A.
  • FIG. 18 is a flow chart 842 of the load opportunity search application 646 in
  • FIG. 6A is a diagrammatic representation of FIG. 6A.
  • FIG. 19 is a flow chart 846 of the real time streaming application 658 in FIG.
  • FIG. 20 is a flow chart 850 of the tracking application 662 in FIG. 6B.
  • FIG. 21 is a diagram showing use of the P2P application 664 in FIG. 6B.
  • FIG. 22 is a flow chart 858 of the real time diagnostics application 664 in FIG.
  • FIG. 23 is a flow chart 862 of the long haul remote piloting application 674 in
  • FIG. 6B is a diagrammatic representation of FIG. 6B.
  • FIG. 24 is a flow chart 866 of the warehouse docking remote piloting application 684 in FIG. 6B.
  • FIG. 25 shows a perspective view of an alternative embodiment of the wind deflector portion of the system of FIG. 1.
  • FIG. 26 shows an exploded view of components of the wind deflector portion in FIG. 25.
  • FIG. 27 shows a front view of the wind deflector portion in FIG. 25.
  • FIG. 28 shows the wind deflector portion in FIG. 25 with a shield portion detached.
  • FIG. 29 shows a hardware module of the wind deflector portion in FIG. 25.
  • FIG. 30 shows a right-side rear cap and a left-side rear cap of the wind deflector portion in FIG. 25.
  • FIG. 31 shows an alternative embodiment of the wind deflector portion in
  • FIG. 25 with a shield wiper.
  • FIG. 32 shows an alternative embodiment of the wind deflector portion in
  • FIG. 25 with two shield wipers.
  • FIG. 33 shows a portion of the wind deflector portion in FIG. 32 with an alternative arrangement of the shield wipers.
  • FIG. 34 shows the portion of the wind deflector portion in FIG. 33 with the shield wipers recessed into the body of the wind deflector portion.
  • FIG. 35 shows a block diagram of the system of FIG. 1 in connection with the alternative wind deflector portion shown in FIGS. 25.
  • Embodiments of the disclosed system provide trucks with SAE International
  • Embodiments of the disclosed systems are not limited to providing Level 4 features.
  • Embodiments may provide features according to a different level, including Levels 1, 2, and 3, and specifically including Level 5.
  • Embodiments may provide more or fewer features, or may provide features according to another classification system.
  • FIG. 1 is a block diagram showing an embodiment of the assisted driving system 100.
  • the assisted driving system 100 is installed in a truck 102.
  • the system 100 is retrofitted onto the truck 102. That is, the truck 102 is not manufactured with the system 100, but the system 100 is installed in the truck 102 after the truck is manufactured.
  • the truck 102 is a Class 7 or Class 8 commercial truck, or equivalents thereof.
  • These kinds of trucks include a cab, powertrain and wheels. These kinds of trucks are used with attached trailers (also referred to a “semi trailer trucks”).
  • the system 100 may be installed in other types and classes of trucks.
  • the system 100 can be used with a truck whether the truck is also attached to a trailer.
  • the system 100 comprises a wind deflector portion 200, a sun visor portion 300, and a controller 400.
  • FIG. 2 shows the wind deflector portion 200 of the system 100 of FIG. 1.
  • the wind deflector portion 200 is comprised of a wind deflector body 204.
  • the wind deflector body 204 is composed of suitably hard, durable material. In the embodiment shown in FIG.
  • the wind deflector body 204 is composed of plastic.
  • Other hard, durable materials may be suitable, including without limitation glass fiber or carbon fiber composite materials, or metals, or a combination of any such materials.
  • the material should be suitable to protect the components located therein.
  • the material can also act as a thermal heat exchanger for heat generated by the components located therein, though any appropriate approach for thermal heat exchange may be used.
  • the wind deflector body 204 has a size and shape suitable for mounting on top of a cab of Class 8 semi-trailer. In the embodiment shown in FIG. 2, the wind deflector body 204 has a width of 96.5 inches and a height of 13 inches.
  • the wind deflector body 204 has a slanted surface or a curved surface to provide for deflection of wind from the top of a cab of a truck.
  • the wind deflector body 204 has suitable means for fastening it to the top of a cab of a truck, such as a bracket, bolts, custom hinges or other fastening means.
  • the wind deflector may be a replacement for an existing wind deflector on a truck or may be installed on a truck that never had a wind deflector.
  • the wind deflector’s mounting points/locations may closely match the shape and dimensions of the original wind deflector and/or may at least closely match those portions of the original wind deflector that mated with the cab of the truck for fastening purposes.
  • the wind deflector portion 200 includes multiple cameras mounted on or within the wind deflector body 204.
  • the cameras are housed in the body with only the lenses peering through.
  • These cameras include a plurality of forward facing cameras 208.
  • the forward facing cameras include three cameras: a left forward facing camera, a center forward facing camera and a right forward facing camera.
  • the center forward facing camera is mounted at the center of the wind deflector body 204 along an upper edge thereof.
  • the right and left forward facing cameras are mounted along the upper edge of the wind deflector body 204 approximately 47 cm on either side of the center forward facing camera.
  • the three forward facing cameras 208 are Sekonix SF3325-101. Alternative cameras may be suitable.
  • the three forward facing cameras are operable to provide for capturing short, medium and long-range imagery.
  • Short-range imagery refers to imagery 55 meters ahead of the camera.
  • Medium range imagery refers to imagery 160 meters ahead of the camera.
  • Long-range imagery refers to imagery 250 meters ahead of the camera. These ranges are approximate and may overlap, and may be shorter or longer. These different ranges may be provided for by adjustment of the cameras or by selection of different cameras.
  • the three forward facing cameras may be identical although in alternative embodiment, different cameras may be used.
  • at least one of the forward facing cameras is a thermal camera capable of capturing thermal radiation imagery.
  • the forward facing cameras are mounted in protective housings and have forward lenses to protect the cameras from environmental conditions, such as weather.
  • the protective housings may be made of a suitable material such as plastic molding, glass fiber composite or carbon fiber composite.
  • a right rear facing camera 212 and a left rear facing camera 216 Mounted on the wind deflector body 204 are a right rear facing camera 212 and a left rear facing camera 216.
  • the right and left rear facing cameras 212 and 216 are mounted on brackets 220 and 224, attached to or incorporated within the right and left ends of the wind deflector body 204.
  • the brackets 220 and 224 or wind deflector body 204 are configured so that the right and left rear facing cameras 212 and 216 extend a sufficient distance from the respective sides of the truck so that they can capture imagery along the right and left sides of a trailer connected to the cab of a truck, such as truck 102 in FIG. 1, on which the wind deflector body 204 is mounted.
  • the right and left rear facing cameras 212 and 216 are located inside protective housings and include protective lenses.
  • the right and left rear facing cameras 212 and 216 may be similar or identical to the forward facing cameras 208, or alternatively may be different.
  • the right and left side facing cameras 230 and 234 are mounted on the brackets 220 and 224 or may be incorporated within the wind deflector body 204.
  • the right and left side facing cameras 230 and 234 are aimed directly to the right and left sides of the wind deflector body 204.
  • the right and left side facing cameras 230 and 234 are located inside protective housings and include protective lenses.
  • the right and left side facing cameras 230 and 234 may be similar or identical to the forward facing cameras 208 or the rear facing cameras 212 and 216, or alternatively may be different.
  • driving lights 250 mounted in the wind deflector body 204 are driving lights 250, in conformance with regulations for truck roof mounted forward lights.
  • the driving lights 250 are LED amber driving lights.
  • insect deflector mounted on the wind deflector body 204 adjacent to each forward facing camera 208 is an insect deflector.
  • the insect deflectors reduce or prevent accumulation of insects or other debris on the lenses of the cameras 208 during operation.
  • the radar units 254 are directed in a forward direction and operate to detect the environment ahead of the truck 102 including objects and geometry ahead of the truck 102.
  • FIG. 3 shows the sun visor portion 300 of the system 100 of FIG. 1.
  • the sun visor portion 300 is located inside the cab of the truck 102 directly above the windshield in front of the driver’s seat.
  • the sun visor portion 300 is retrofitted into the truck 102.
  • the sun visor portion 300 replaces any sun visor already installed in the cab of the truck 102. Accordingly, any sun visor already installed in the cab of the truck is removed and replaced with the sun visor portion 300.
  • the sun visor portion 300 can be an attachment to any sun visor already installed in the cab of the truck.
  • the sun visor portion 300 includes a sun visor body 304.
  • the sun visor body 304 includes a sun visor body 304.
  • the sun visor body 304 is mounted to the interior roof of the cab of the truck 102 by means of a pivotable arm 306.
  • the sun visor body 304 is mounted similarly to a standard existing sun visor so that it can be pivoted from an upper position (“closed position”) into a lower position (“open position”).
  • the sun visor body 304 is composed of a suitable material such as foam, vinyl, fabric, leather, aluminum or combinations thereof.
  • the sun visor portion 300 includes a user interface unit 308.
  • the user interface unit 308 is a touch screen 314 mounted to or within the sun visor body 304.
  • the touch screen 314 is mounted within the side of the sun visor body 304 so that the touch screen 314 faces a person seated in the driver’s seat of the cab when the sun visor body 304 is in the lowered (open) position.
  • the touch screen 314 is 26.2 cm by 14.6 cm.
  • the sun visor portion 300 may also include a camera 326.
  • the camera 326 is mounted on or within the sun visor body 304.
  • the camera 326 may be similar or identical to the forward facing cameras 208 or alternatively a different type of camera may be used.
  • the camera 326 is mounted on the side of the sun visor body 304 so that the camera 326 faces a person seated in the driver’s seat of the cab when the sun visor body 304 is in the lowered (open) position.
  • the driver may place the sun visor portion 300 in the upper (closed) position.
  • the sun visor portion 300 may also include a second camera (not shown) mounted on or within the side of the sun visor body 305 so that the second camera faces a person seated in the driver’s seat of the cabin when the sun visor body 304 is in the upper (closed) position.
  • the second camera may be mounted elsewhere in the cab so long as it is facing towards the driver.
  • FIGS. 4A and 4B show a block diagram of the system 100 for providing assisted driving features for trucks shown in FIG. 1.
  • the controller 400 is a general- purpose computer.
  • the controller 400 is aNeosys Nuvo 6108-GC. Alternative computers with similar specifications or any suitable specifications may be used.
  • the controller 400 is located in the wind deflector portion 200, although in alternative embodiments, the controller may be located elsewhere in the truck.
  • the controller 400 is operable to run various programming 406 including an operating system, such as real-time embedded Linux, and other programs and applications as described herein.
  • the operating system may include APIs and/or a marketplace/app-store for outside developers to support cross-platform integrations.
  • the wind deflector portion 200 also includes localization sensors 412, including a GPS unit 410 and an IMU (inertial measurement unit) 414.
  • the GPS unit 410 has an accuracy of 60 cm.
  • the GPS unit 410 is Hemisphere A222. Alternative GPS units with similar specifications or any suitable specifications may be used.
  • the GPS unit 410 is connected to and provides an output to the controller 400.
  • the IMU unit 414 is connected to and provides an output to the controller 400.
  • the IMU unit 414 is Xsens MTi 10-series. Alternative IMU units with similar specifications or any suitable specifications may be used.
  • the wind deflector portion 200 also includes a map database unit 430.
  • the map database unit 430 is stored locally on a hard drive and updated via LTE or Wi-Fi connectivity.
  • the map database unit 430 is a HERE Maps database. Alternative map database units with similar specifications or any suitable specifications may be used.
  • the map database unit 430 is connected to and provides an output to programming in the controller 400.
  • the wind deflector portion 200 also includes a communications system 440.
  • the communications system 440 includes hardware and software for providing wireless connectivity.
  • the communications system 440 includes Wi-Fi, DSRC, LTE and 5G connectivity.
  • the Wi-Fi and LTE are units by Cradlepoint.
  • the DSRC is a unit by Lear Technologies. Alternative communications equipment with similar specifications or any suitable specifications may be used.
  • the communications equipment is connected to and provides an output to the controller 400.
  • the user interface 308 located in the sun visor portion 300 is operably connected with appropriate cabling to exchange data with the controller 400 in the wind deflector portion 200.
  • the cabling connecting the user interface 308 to the controller 400 passes through an existing opening provided in the roof of the cab.
  • the opening may be the existing opening provided for the wind deflector portion.
  • the sun visor portion 300 can exchange data with the controller 400 wirelessly, using Bluetooth or wireless HDMI, for example.
  • the cab camera 326, and the second cab camera (if any), located in the sun visor portion 300 is also operably connected to provide output to the controller 400 in the wind deflector portion 200.
  • the cabling connecting the cab camera 326 and the second cab camera to the controller 400 passes through the opening provided in the roof of the cab.
  • the cab camera 326 and second cab camera can exchange data with the controller 400 wirelessly.
  • the controller 400 of the assisted driving system 100 is connected by cabling to the CAN (Controller Area Network) bus 120 of the truck 102, as shown in FIG. 4B.
  • the controller 400 uses the truck’s standardized J1939 interface (Extended CAN) or its equivalent.
  • the CAN bus 120 connects to the systems and components of the truck 102.
  • the CAN bus connects to an actuator/controller 130 for the (electric) steering 132, an actuator/controller 138 for the (foundation/air) brakes 140, an actuator/contr oiler 144 for the throttle 146 as well as actuators 150 for various other vehicle components 152.
  • actuation of a foot pedal by a human operator can be replicated by insertion of an air supply valve between the foot brake pedal and the foundation brake valve.
  • the inserted air supply valve is controlled by an electro-mechanical actuator that releases pressure from the compressor to apply an equivalent force therefore causing the foot pedal to move without direct human operation.
  • This approach can be used to replicate application of force to a brake pedal by a human operator and can be used to replicate other operations of truck equipment by a human operator.
  • the CAN bus 120 is also connected to and receives outputs from various sensors 160 of the truck 102, including sensors that provide data about engine operation, transmission, brakes, headlights, turn signals, wheel speeds, steering wheel angle, diagnostics, fault codes, engine run time, suspension load and temperature as well as other vehicle components.
  • FIG. 5 is a diagram depicting the programming 406 run on the controller 400.
  • the programming 406 includes an operating system program 408.
  • the operating system program is based on real-time embedded Linux.
  • the programming 406 also includes a perception layer engine 418.
  • the perception layer engine 418 uses data from the sensors in the truck 102 and from the sensors in the system 100 (i.e., the cameras, radar, localization sensors, ultrasonic sensors, etc.) to generate a compressed abstraction of the real world (referred to herein as a “perception layer”) around the truck.
  • the perception layer engine 418 is explained in more detail below.
  • the programming 406 also includes applications (or programs) 420 that provide the assisted driving and monitoring features of the system 100. These applications 420 are written in a suitable programming language, such as C++, Python, C, etc.
  • Compilation or other appropriate processing is applied to enable the applications 420 to be stored and run on the controller (400 in FIG. 4).
  • FIG. 6A and 6B show various applications that provide advanced assisted driving features.
  • the applications 420 include a lane keeping application 610, an adaptive cruise control application 614, a lane aware navigation application 618, an automated logging application 622, a driver initiated lane change application 626, a system initiated lane change application 630, an autopilot lane change application 434, a trailer cargo video application 638, and a navigation application 642.
  • the applications 420 also include distributed applications 650, shown on FIG.
  • FIG. 6B depicts distributed applications 650, which include delivery status monitoring applications 654 and remote piloting applications 670.
  • the delivery status monitoring applications 654 include areal time streaming application 658, a tracking application 662, a P2P application, and a real time diagnostics application 668.
  • the remote piloting applications 670 include a long haul remote piloting application 674 and a warehouse docking remote piloting application 678.
  • the applications 420 may include applications in addition to these and new applications may be added during use and deployment of the system 100.
  • the system for assisted driving 100 is designed for installation in trucks that do not already have all the features provided by the system 100.
  • the system 100 can be installed in trucks that do not have any assisted driving features or trucks that have only limited assisted driving features.
  • the system 100 can be retrofitted on trucks currently being manufactured today, older trucks that have already been manufactured, and trucks to be manufactured in the future that do not have a suite of assisted driving features like those provided by the system 100.
  • an opening is made in the roof of the cab of the truck 102 unless an opening of sufficient size and suitable location is already available.
  • the opening should be a sufficient size to pass cabling through.
  • the wind deflector portion 200 is attached to the roof of the cab of the truck 102 using appropriate fasteners.
  • the wind deflector portion 200 may be installed on a truck that does not already have a wind deflector. Alternatively, the wind deflector portion 200 may be installed on a truck that already has one by replacing the existing wind deflector. If the wind deflector portion 200 is installed by replacing an existing wind deflector, the same fasteners that had been used to secure the original wind deflector to the roof of the cab of the truck may be used to fasten the wind deflector portion 200.
  • the mam housing of the wind deflector can be universal and have varying attachments points.
  • the wind deflector portion 200 is designed so that it can be fastened to different truck models and brands with no to minimal design adaptation.
  • the main body of wind deflector portion 200 may have the same design for use across multiple brands, models and sizes of trucks, while the attachment portions could be more varied across different brands, models and sizes of trucks.
  • the mounts may have different integral arms and plates for different brands and models of trucks, the mounts may have different, non-integral arms and plates for different brands and models of trucks, or the mounts may have universal arms but different plates for different brands and models or trucks.
  • Mounts 680 shown in FIG. 7, have multiple attachment locations 682 so that the wind deflector portion 200 can be installed on various models and sizes of trucks.
  • the sun visor portion 300 of the system 100 is installed inside the cab of the truck 102 by removing the existing sun visor and replacing it with the sun visor portion 300 of the system 100.
  • the controller 400 of the system 100 is located in the wind deflector portion 200 so cabling connecting the controller 400 to the sun visor portion 300 is passed through the opening made in the roof of the cab of the truck 102.
  • the components on the sun visor portion may be connected to the controller wirelessly.
  • Power for operating the system 100 is provided by a battery 190 of the truck 102.
  • Cabling connecting the battery 190 of the truck 102 to the system 100 may be routed through the cab or may be routed outside the cab.
  • a high efficiency output alternator may be used in some cases.
  • the system 100 is connected to the CAN bus 120 of the truck 102.
  • Cabling for connecting the system 100 to the CAN bus 120 is routed through the cab.
  • the perception layer engine 418 supports the applications 420 that provide the assisted driving features of the system 100.
  • the perception layer engine 418 generates a perception layer 424, which is a data representation of the real world around the truck as it is driving.
  • the perception layer engine 418 also continuously updates that representation.
  • the perception layer engine 418 generates this perception layer 424 by using all of the sensor data from the truck 102 as well as from the sensors in the system 100 (i.e., the cameras, radar, localization sensors, etc.).
  • the perception layer 424 is a compressed abstraction of the real world that reflects the position, speed and direction of movement (heading) of the truck and all objects within view of the truck’s sensors, including, for example but without limitation, (i) the roads and other drivable areas, lane markings, medians, street signs, bridges, overpasses, toll booths and permanent and temporary barriers, (ii) conditions of the roads and drivable areas such as potholes, wetness, accumulated water or snow, falling rain or snow, oil spills, etc., and (iii) other vehicles, pedestrians, bicyclists, animals, debris, etc. Aspects of the perception layer 424 are used for various features of the applications 420 as needed.
  • FIG. 9 is a flow chart 700 showing steps performed in a process performed by the lane keeping application 610 in FIG. 6A.
  • the lane keeping application 610 assists the truck 102 to stay within the lane in which it is currently driving.
  • the application 610 receives information from the perception layer 424 that represents centerlines and left and right boundaries of lanes a distance ahead of the truck.
  • the lane keeping application 610 predicts the path that the truck 102 must follow in order to be centered on the centerline and within the left and right boundaries of the current lane by the time the truck arrives at the distant locations.
  • the lane keeping application 610 then automatically controls the truck’s steering by outputting a command via the CAN bus to the steering actuator 130 to steer the truck 102 according to the predicted path and thus keep the truck within the lane. This occurs continuously as the truck is moving to keep the truck within its lane.
  • FIG. 10 is a flow chart 720 showing steps performed in a process performed by the adaptive cruise control application 614 in FIG. 6A.
  • the adaptive cruise control application 614 assists the truck to maintain a speed of travel input by the driver or a speed of travel automatically determined based on the perception layer 424 as appropriate in view of posted speed limits and environmental conditions.
  • the adaptive cruise control application 614 receives information from the perception layer 424 that represents other vehicles and objects ahead of and adjacent to the truck.
  • the adaptive cruise control application 424 analyzes the information to determine if the truck needs to slow down in order to maintain a safe distance from any such object.
  • the adaptive cruise control application 614 decreases the speed of the truck by using one or more of releasing the throttling, applying engine brakes or applying foundation brakes. This is accomplished by sending a command via the CAN bus to the corresponding actuators of the truck. Additionally, after the truck has been slowed, if information from the perception layer 424 indicates that there no longer are objects requiring the truck to stay at the slower speed (and thus can return to the original speed or a speed between the slower speed and the original speed), then the adaptive cruise control application 614 increases speed by automatically releasing any brakes that may be engaged and applying throttling.
  • the adaptive cruise control application 614 is capable of taking the truck to a full stop, if needed, and then initiating throttling to return to an appropriate speed thereafter, including, for example, operating fully automatically in stop-and-go traffic.
  • FIG. 11 is a flow chart 740 showing steps performed in a process performed by the lane aware navigation application 618 in FIG. 5.
  • the lane aware navigation application 618 uses data provided from the perception layer 424 to more accurately determine precise navigational instructions, at a lane level. This enables the ability to inform the truck operator miles in advance if the truck is in the correct lane or not, and whether or not one or multiple lane changes are necessary, in order to successfully take an exit or make a turn.
  • the lane aware navigation application 618 recommends when a left or right lane change should be made, and when it is safe to do so, by utilizing information from the perception layer 424, which may also include the weight and length of the truck.
  • This lane aware navigation application 618 uses information from the perception layer 324 to determine this and thus guide the operator to avoid or stay in the current lane and thus avoid making an unnecessary lane change or a needed lane change too late and thus hastily.
  • the lane aware navigation application 618 therefore helps reduce the total amount of lane changes needed, and also helps to provide that lane changes are made on time and thus more safely, and therefore helps reduce the potential accident likelihood.
  • the lane aware navigation application 618 may work in conjunction with any of the lane change applications described further below to fully or partially automate any needed lane change. [0082] Automated Electronic Logging
  • FIG. 12 is a flow chart 760 showing steps performed in a process performed by the automated electronic logging application 622 in FIG. 6A.
  • the automated electronic logging application 622 is designed to help meet the requirements of an electronic logging device for monitoring a truck driver’s hours of service, in accordance with Federal Motor Carrier Safety Administration (FMCSA) regulations.
  • FMCSA Federal Motor Carrier Safety Administration
  • the automated electronic logging application 622 addresses these requirements with fewer interactions than prior systems.
  • the automated electronic logging application 622 uses information from the perception layer 424 along with the CAN bus 120 data connected to the controller 400 to determine each of four driving states: On-Duty Driving, On-Duty Not-Driving, Sleeper Cab, Off-Duty.
  • On-Duty Driving state is automatically determined by utilizing CAN bus 120 wheel speed/motion information with output of the perception layer 424 and the driver facing camera 326 (and second driver facing camera) in the sun visor 304 for additional verification.
  • On-Duty Not- Driving state is automatically determined by utilizing CAN bus 120 data sources such as the vehicle ignition switch, selected transmission gear, tractor and trailer parking brakes, as well as information outputs from the perception layer 424 that recognize whether the vehicle operator has exited the truck through either side door. Additional confirmation through a driver facing camera 326 may be used if the sun visor 304 is in its lowered (open) position, or through a second driver facing camera if the sun visor 304 is in its upper (closed) position.
  • a verification for whether a driver is entering a warehouse for a delivery he/she is performing, or whether the driver has finished his/her duty for the day may be requested through the touch screen interface 314, or by using a mobile application installed on a device carried by the driver, such as a smartphone, or a fleet manager from a remote work station.
  • Sleeper Cab state is automatically determined through the detection of additional power/current draw from the vehicle’s batteries, or an auxiliary power generation source.
  • Additional confirmation through the driver facing camera 326 may be used if the sun visor 304is in its lowered (open) position, or through a second driver facing camera if the sun visor 304 it in its upper (closed) position, and/or by providing motion detection sensors in the sleeper area of the cab connected to the system 100.
  • the GPS location of the truck may be used to verify a map location point-of-interest that matches to a truck stop, parking lot, gas station, etc.
  • Off-Duty state is automatically determined in similar methods to that of On-Duty Not-Driving state, where a driver exiting the truck near the driver’s 11 -hour daily limit can be assumed to be finishing his or her work for the day. Additional information may be used in making the determination of driving state, including location information from a driver’s smartphone.
  • FIG. 13 is a flow chart 780 showing steps performed in a process performed by the driver initiated lane change request application 626 in FIG. 6A.
  • the truck performs a lane change automatically (i.e., without operation by the driver) following the driver’s initiation of a turn signal indicating the desired lane.
  • the lane change request application 626 uses information from the perception layer 424 to determine if it is safe to make a lane change and how to make the lane change.
  • the driver initiated lane change request application 626 then provides signals controlling steering, braking and throttling to make the lane change.
  • FIG. 14 is a flow chart 800 showing steps performed in a process performed by the system initiated lane change application 630 in FIG. 6A.
  • the truck uses information from the perception layer 424 (and, if employed, the lane aware navigation application 618) to determine automatically (i.e., without indication by the driver) the need to change lanes and, after alerting the driver of the need, the system initiated lane change application 630 performs the lane change automatically upon a confirmation by the driver, which confirmation the driver provides by initiating a turn signal or providing an alternative indication such as pressing an input on the user interface of the sun visor.
  • the system initiated lane change application 630 then causes the truck to make a lane change in a similar manner as the lane change request application 626, described above.
  • FIG. 15 is a flow chart 810 showing steps performed in a process performed by the autopilot lane change application 634 in FIG. 6A.
  • the truck In the autopilot lane change application 634, the truck automatically determines when a lane change is needed and automatically performs the lane change without a need for confirmation from a vehicle operator.
  • FIG. 16 is a flow chart 820 showing steps performed in a process performed by the trailer cargo video application 638 in FIG. 6 A.
  • a camera is mounted inside the truck’s trailer and connected by wire or wirelessly to the controller 400. Images or video feeds from the camera are fed and stored in real time.
  • a driver may utilize the sun visor touchscreen 314 to view loads in the trailer during travel and to view unloading/loading of the trailer without the need for stepping out of the truck.
  • the trailer cargo video can be relayed by the controller’s wireless communication transmission methods, such as LTE, outside of the truck for remote viewing by a dispatcher, fleet owner or product shipper, to get a live or recorded update during transit and loading/unloading.
  • the trailer video can also be further analyzed to provide proper cargo loading suggestions for equal weight distribution, as well as to determine the timing or cause of cargo shifting or tipping that may have occurred during transit or loading and unloading.
  • a plurality of trailer cameras can additionally allow for 3D reconstruction of cargo loaded or unloaded inside the trailer, and therefore the physical condition of the cargo during every point throughout the loading process.
  • the trailer cargo video application 638 can be configured so that any trailer with a camera can be used with any truck with a controller 400, so that trailers can be interchanged and not be required to always be used with the same truck.
  • information identifying a specific trailer in which a camera is installed can be stored in memory and retrieved by a truck’s controller 400 when the trailer, and thus camera in the trailer, is connected to the controller 400.
  • controller 400 the system can check to verify that the trailer is the correct one for the load intended to be handled by the truck at that time.
  • the verification information may be stored in memory or retrieved wirelessly by the controller 400 from an off-board system.
  • the wiring can be configured to enable easy coupling and de-coupling when a trailer is interchanged.
  • a connector can be mounted on the back of the truck’s cab and both a wire from the cargo camera application and a wire from controller 400 can be connected to the connector.
  • FIG. 17 is a flow chart 840 showing steps performed in a process performed by the platooning application 642 in FIG. 6A.
  • trucks each equipped with the assisted driving system 100 can leverage a network effect feature that allows them to form a platoon with other nearby vehicles also equipped with the assisted driving system 100 (or compatible systems) to form fuel and time saving platoons.
  • These platoons can also perform autonomous functions such as a lead vehicle being operated by a human driver and follower vehicles driving autonomously (for example, using the lane keeping application 610 and the adaptive cruise control application 614) with their drivers resting in the rear of the cab or no drivers in the cab.
  • the assisted driving system 100 may additionally include a means for short-range communications between the trucks, such as a DSRC device, to act as a bridge for transferring real time data and instructions between the vehicles in the platoon.
  • FIG. 18 is a flow chart 842 showing steps performed in a process performed by the load opportunity search application 646 in FIG. 6A.
  • the system’s wireless connectivity 440 allows it to query a single or multiple external databases 844 for any nearby loads requesting immediate pickup or for loads that will be nearby a truck’s future expected location.
  • the load opportunity search application 646 can take into account the current and future expected capacity in the truck’s trailer. For example, if the trailer is currently full (as detected by the trailer cameras), the load opportunity search application 646 would not search for immediate pickup opportunities, but would search for opportunities near the planned unloading point and time.
  • the load opportunity search application 646 allows drivers to reduce empty unutilized space in their trailers to help maximize profitability.
  • FIG. 19 is a flow chart 846 showing steps performed in a process performed by the real time streaming application 658 in FIG. 6B.
  • the perception layer 424 is used to transmit a live remote video feed to an external portal, such as the central control and monitoring site 500, to a mobile device, such as a smart phone or tablet, or to a desktop device web browser or application.
  • the video can be viewed in real time by any person having access to the portal, device, browser or application, such as employees of shippers, logistics companies, fleet owners, etc.
  • the video can also be reversed and played back to view historical footage.
  • the video may also be an abstracted (compressed) accurate representation of the environment to minimize the usage of bandwidth in transmitting the real-time data.
  • FIG. 20 is a flow chart 850 showing steps performed in a process performed by the tracking application 662 in FIG. 6B.
  • the onboard localization sensors 412 and map data 430 are used to transmit the real-time location of a truck for remote delivery tracking or other purposes.
  • FIG. 21 shows trucks 102A, 102B, 102C and 102D traveling on roads 855 is a geographic area 856.
  • Each of the trucks 102A, 102B, 102C and 102D is equipped with the assisted driving system 100 and is running the P2P (peer to peer) application 664 shown in FIG. 6B.
  • P2P application 664 on each truck, a peer to peer data connection can be established to directly transfer real-time data between any of the trucks 102A, 102B, 102C and 102D, or between any of the trucks and an external end point 857 in the form of a secure encrypted connection, minimizing or completely avoiding the use of cloud based services which can make the system more prone to vulnerabilities
  • FIG. 22 is a flow chart 858 showing steps performed in a process performed by the real time diagnostics application 664 in FIG. 6B.
  • the truck’s CAN bus information is utilized to report to both the driver (via the user interface 308 located on the sun visor 304) and remote fleet dispatchers or other interested parties whether a vehicle fault code has appeared or if any expected maintenance is due for the truck. This includes but is not limited to, low tire pressure, detached wheel(s), misaligned steering axle, high oil pressure, low battery voltage, etc.
  • FIG. 23 is a flow chart 862 showing steps performed in a process performed by the long haul remote piloting application 674 in FIG. 6B.
  • a person located at a site remote from the truck may pilot the truck along highways and other roads or privately owned areas by controlling the truck’s ignition, steering, throttling, braking, transmission gears, turn signals, windshield wipers, lights, etc., and thus without a driver physically in the truck but with the truck still being fully or partially controlled by a human.
  • the long haul remote piloting application 862 obtains information about the truck’s location. This application may also be used in emergency situations where a driver facing camera detects a medical condition of a driver.
  • This information about the location of the truck is obtained from the localization sensors 412 (GPS 410, IMU 414) and map data 430.
  • the long haul remote piloting application 862 confirms that a communication link is sufficient to operate the truck remotely. If the communication link is sufficient, remote piloting is engaged.
  • FIG. 24 is a flow chart 866 showing steps performed in a process performed by the warehouse docking remote piloting application 684 in FIG. 6B.
  • the warehouse docking remote piloting application 684 is used to provide remote control of the truck 102 by a human operator physically located away from the truck 102 (as described above in connection with the long haul remote piloting application 674).
  • the warehouse docking remote piloting application 684 can be used when the truck 102 is in a location, such as private property or other off-road location where a warehouse is located, where map data is unavailable or lacking in detail for autonomous operation of the truck 102.
  • the warehouse docking remote piloting application 684 can also be used when the truck 102 is at a docking location where there are wait times for loading and unloading and having the human truck driver waiting in the truck is inefficient.
  • the automated logging system may be used in conjunction with the warehouse docking remote piloting application 684 to determine which hours the operator inside the vehicle is in control or whether an external remote operator is in control.
  • a first step is confirming that the truck is on a route that has a portion suitable for remote piloting (Step 868).
  • Locations suitable for remote piloting can be identified and information specifying such locations can be stored in the map database 430.
  • the information about locations suitable for remote piloting may include the physical boundaries of the areas, times of operation, and other information.
  • the warehouse docking remote piloting application 866 obtains information about the truck’s location (Step 870). This information about the location of the truck is obtained from the localization sensors 412 (GPS 410, IMU 414) and map data 430.
  • the warehouse docking remote piloting application 866 confirms that a communication link is sufficient to operate the truck remotely (Step 874).
  • the LTE or 5G signal strength in certain areas can be a good indicator of collecting this information from the fleet network.
  • remote piloting is engaged (Step 876).
  • the truck is operated by a remote pilot (i.e., a human operator physically located outside of the truck, such as at a centralized remote piloting facility) until the remote pilot disengages remote piloting (Step 878).
  • a remote pilot i.e., a human operator physically located outside of the truck, such as at a centralized remote piloting facility
  • control of the truck passes to a human driver physically located in the truck or, if the truck can be operated autonomously, autonomous operation of the truck is engaged (Step 879).
  • the side facing cameras 230 and 234, and the rear facing cameras 212 and 216 are described as attached to brackets 220 and 224 attached to the wind deflector portion 204. In an alternative embodiment, some or all of these may be mounted internally within the housing of wind deflector portion 204. One such alternative embodiment is described further below in connection with a wind deflector portion 1200 and FIGS. 25-35.
  • the wind deflector portion 204 has openings or transparent material so that the cameras have visibility out of the wind deflector portion 204.
  • the side facing cameras 230 and 234, the forward facing cameras 208, or the rear facing cameras 212 and 216 may be attached to or integrated within the side mirrors (or housings for the side mirrors) of the cab of the truck 102. If attached to or integrated within the side mirrors (or housings), appropriate cabling connects to the cameras to provide them with power and to exchange data with the controller.
  • the assisted driving system 100 included two rear facing cameras, one on each side of the truck. In alternative embodiments, there are more than two rear facing cameras. For example, there may be multiple rear facing cameras on each side. These additional cameras may be included for redundancy or to provide additional coverage.
  • the wind deflection function is accomplished without a separate wind visor but, instead, by the shape and configuration of the portion of the cab above the windshield.
  • the wind deflector portion 204 is shown as a distinct object.
  • some or all of the components of the system may be mounted on or within the portion of the cab above the windshield and similar areas at the sides of the cab.
  • a radar unit 254 is mounted in the wind visor portion 200.
  • the existing radar unit in the truck may be used instead of, or in addition to, a radar unit mounted in the wind visor portion of the assisted driving system 100.
  • the output of the existing radar unit may be operatively connected to the controller of the assisted driving system, or if the existing radar unit of the truck is connected to the CAN bus of the truck, the output of the existing radar unit may be obtained by the assisted driving system controller through the CAN bus.
  • a radar unit may be mounted at or near the front bumper of the truck.
  • the assisted driving system may include side facing radar units.
  • Such side facing radar units may be mounted in the wind visor portion 200 or to brackets attached to the side mirrors of the truck or at any other suitable location at the sides of the truck.
  • the system for assisted driving 100 is connected to a truck CAN bus which in turn is connected to actuators for the steering and the brakes.
  • actuators for the steering and the brakes Some models of trucks are not manufactured with electric steering and brake actuators. If a truck is not manufactured with electric steering and brake actuators, aftermarket electric steering and brake actuators may be installed.
  • the system for assisted driving 100 can be operated with OEM actuators on the vehicle mechanical systems or aftermarket actuators.
  • the sun visor portion is disclosed as being a replacement for an existing sun visor in the cab of the truck.
  • the features and components of the sun visor portion 300 can be attached to any sun visor already installed in the cab of the truck.
  • the features and components can be included within the truck’s original sun visor as provided by the truck manufacturer.
  • the user interface 308 is disclosed as a touchscreen 314 mounted on the sun visor portion 304 of the system 100.
  • the touchscreen 314 can be mounted on the dashboard or elsewhere in the cab using appropriate fastening equipment such as a stalk or bracket.
  • the user interface 308 can be implemented using other hardware or software, such as a touch pad, keypad, keyboard, heads-up display, voice or audio (speakers), or augmented reality eyewear.
  • FIGS. 25-35 An alternative embodiment of a wind deflector portion 1200 is shown in FIGS. 25-35.
  • the wind deflector portion 1200 is comprised of a wind deflector body 1204.
  • the wind deflector body 1204 is an assembly of a front deflector portion 1221, a rear deflector portion 1222, a shield 1223, a right-side rear cap 1225, a left side rear cap 1226 and a hardware module 1228.
  • Right-side rear cap 1225 and left-side rear cap 1226 may be of identical design or may have differences allowing for symmetrical fit and orientation in light of their right- versus left-handedness.
  • Body Assembly The assembly components 1221, 1222, 1223, 1225, 1226 and 1228 (collectively “Body Assembly”) fit together to form the wind deflector body 1204. Some or all of the Body Assembly components may be fastened together using screws, snaps, snap fit, friction fit, glue, epoxy or any other fastening or adhering means, or a combination thereof.
  • Rear deflector portion 1222 includes a recess 1240 that corresponds in shape to the hardware module 1228
  • front deflector portion 1221 includes an opening 1241 that also corresponds in shape to the hardware module 1228.
  • the shapes and structures of recess 1240 and opening 1241, and the associated areas of front and rear deflector portions 1221, 1222 and shield 1223 define a cavity (not shown).
  • the cavity is configured such that hardware module 1228 fits snugly therein. The fit may be sufficiently snug that hardware module 1228 is held firmly in place within the cavity without any additional fasteners when front and rear deflector portions 1221, 1222 and shield 1223 are fitted together. Alternatively, or additionally, hardware module 1228 may be secured within the cavity using screws or other fasteners.
  • the wind deflector body 1204 is composed of suitably hard, durable material.
  • the wind deflector body 1204 is composed of plastic.
  • Other hard, durable materials may be suitable, including without limitation glass fiber or carbon fiber composite materials, or metals, or a combination of any such materials.
  • the material should be suitable to protect the components located therein.
  • the material can also act as a thermal heat exchanger for heat generated by the components located therein, though any appropriate approach for thermal heat exchange may be used.
  • the wind deflector body 1204 has a size and shape suitable for mounting on top of a cab of Class 8 semi -trailer. In the embodiment shown in FIG.
  • the wind deflector body 1204 has a width of 99.52 inches and a height of 8.45 inches and depth of 14.4 inches.
  • the wind deflector body 1204 has a slanted surface or a curved surface to provide for deflection of wind from the top of a cab of a truck.
  • the wind deflector body 1204 has suitable means for fastening it to the top of a cab of a truck, such as a bracket, bolts, custom hinges or other fastening means.
  • the wind deflector body 1204 is sized and shaped to fit many different cab makes and models.
  • the wind deflector may be a replacement for an existing wind deflector on a truck or may be installed on a truck that never had a wind deflector.
  • the wind deflector’s mounting points/locations may closely match the shape and dimensions of the original wind deflector and/or may at least closely match those portions of the original wind deflector that mated with the cab of the truck for fastening purposes.
  • the wind deflector portion 1200 includes multiple cameras and other sensors and hardware mounted within the wind deflector body 1204.
  • forward facing cameras 1208, right side facing camera 1230, left side facing camera 1234, right facing rear camera 1212, left facing rear camera 1216, and thermal vision sensor 1218 are housed entirely within in the body.
  • one or more of a radar unit 1254, controller 1400, localization sensors 1412 (including a GPS unit 1410 and an IMU unit 1414), and a communications system 1440 are also housed within the body.
  • the controller 1400 comprises a Nvidia Jetson computer, though alternative computers with similar specifications or any suitable specifications may be used.
  • the radar units 1254 are directed in a forward direction and operate to detect the environment ahead of the truck 102 including objects and geometry ahead of the truck 102.
  • the radar units 1254 have a frequency of 77GHz; however, any desired or suitable frequency can be used, with there being generally a trade-off between higher resolution at higher frequencies and longer sensing distance at lower frequencies.
  • the GPS unit 1410 can be any suitable GPS unit.
  • the GPS unit 1410 is connected to and provides an output to the controller 1400.
  • the IMU unit 1414 is connected to and provides an output to the controller 1400.
  • the IMU unit 1414 can be any suitable IMU unit, including for example aXsens MTi 10-series.
  • the communications system 1440 includes hardware and software for providing wireless connectivity.
  • the communications system 1440 includes Wi-Fi, DSRC, LTE and 5G connectivity.
  • the communications equipment is connected to and provides an output to the controller 1400.
  • the GPS unit 1410, IMU unit 1414 and communications system 1440 can each be individual components connected to controller 1400, or any or all of GPS unit 1410, IMU unit 1414 and communications system 1440 can be integrated into controller 1440.
  • the radar units 1254, controller 1400, localization sensors 1412 (including GPS unit 1410 and IMU 1414) and communication system 1440, as well as forward facing cameras 1208 and thermal vision sensor 1218, are housed within hardware module 1228.
  • the casing of hardware module 1228 is of a clamshell design and, after the aforesaid components are installed within the casing of hardware module 1228, the two sides of the clamshell are fastened together using screws or any other suitable means. Gaskets or other sealing may be used to provide a weather-tight fit to protect the components within the hardware module 1228.
  • components 1221, 1222, 1225 and 1226 are fastened together with screws and shield 1223 is fastened via snap-fit so that it can be installed and removed without tools.
  • the hardware module 1228 may be inserted into the portion of the cavity defined by the assembled components 1221, 1222, and then held in place when shield 1223 is fastened. Alternatively, or additionally, after inserting hardware module 1228, it may be secured in the cavity using fasteners, snap fit or other securing means.
  • hardware module 1228 may be easily removed from the deflector body portion 1204 by removing shield 1223, disengaging any securing means if any, and then sliding or pulling out the housing 1228. This makes it easier to replace, repair or perform maintenance on hardware module 1228 and any of the components housed therein.
  • the forward facing cameras 1208 include three cameras: a left forward facing camera, a center forward facing camera and a right forward facing camera.
  • the center forward facing camera is situated at the center of the width of wind deflector body 204.
  • the right and left forward facing cameras are situated approximately 2.5 inches on either side of the center forward facing camera.
  • the three forward facing cameras 1208 are Sekonix SF332X-101 or Sony IMX 390 and the thermal vision sensor 1218 is FLIR ADK. Alternative cameras and thermal vision sensors may be suitable.
  • the three forward facing cameras are operable to provide for capturing short, medium and long-range imagery. Short-range imagery refers to imagery 55 meters ahead of the camera.
  • Medium range imagery refers to imagery 160 meters ahead of the camera.
  • Long-range imagery refers to imagery 250 meters ahead of the camera. These ranges are approximate and may overlap, and may be shorter or longer. These different ranges may be provided for by adjustment of the cameras or by selection of different cameras or lenses.
  • the three forward facing cameras may be identical although in alternative embodiment, different cameras may be used.
  • at least one of the forward facing cameras may be a thermal camera capable of capturing thermal radiation imagery.
  • the right and left rear facing cameras 1212 and 1216 are mounted on the right- and left-side rear caps 1225 and 1226, respectively.
  • the caps 1225, 1226 include openings (not shown) so that the lenses of the cameras can view through the openings.
  • the wind deflector body 1204 and right- and left-side rear caps 1225, 1226 are configured so that the right and left rear facing cameras 1212 and 1216 extend a sufficient distance from the respective sides of the truck so that they can capture imagery along the right and left sides of a trailer connected to the cab of a truck, such as truck 102 in FIG. 1, on which the wind deflector body 1204 is mounted.
  • the right and left rear facing cameras 1212 and 1216 may be similar or identical to the forward facing cameras 1208, or alternatively may be different.
  • the right side facing camera 1230 and a left side facing camera 1234 are housed within the wind deflector body 1204.
  • the cameras 1230, 1234 may be mounted to front deflector portion 1221 or rear deflector portion 1222.
  • the right and left side facing cameras 1230 and 1234 are mounted in position so that they aim towards the right and left sides of the wind deflector body 1204.
  • the right side facing camera 1230 and left side facing camera 1234 are mounted on the right- and left-side rear caps 1225 and 1226, respectively.
  • the caps 1225, 1226 include openings so that the lenses of the cameras can view through the openings.
  • the right and left side facing cameras 1230 and 1234 may be similar or identical to the forward facing cameras 1208 or the rear facing cameras 1212 and 1216, or may be different.
  • the driving lights 1250 are LEDs and can be set to the color amber and other colors including green. Programming for controlling the color of the driving lights 1250 can be provided so that certain colors signify certain states. For example, but without limitation, the color red can be used to signify that the truck is waiting to be loaded, the color green can be used to signify that the truck is waiting to be unloaded, the color yellow can be used to signify that the truck is currently being unloaded, and the color purple can be used to signify that the truck is being remotely piloted. Other states can also be signified with light colors. Additionally, states can be signified not only by color but also by blinking patterns of the lights.
  • the driving lights 1250 also cast light out through the front side of front deflector portion 1221.
  • the areas of the hardware module 1228 and front deflector portion 1221 at which the cameras 1228, 1230, 1234 and thermal vision sensor 1218 peer through, and at which the driving lists 1250 cast out light, are individually and collectively hereinafter referred to as “View Openings.”
  • the shield 1223 is configured and shaped to cover the View Openings.
  • the shield 1213 is comprised generally of an opaque material, but has localized areas, view windows 1260, corresponding with the View Openings and which are transparent so as not to block the ability of the cameras and sensor to peer through, and the driving lights to cast light through, the shield 1223.
  • the shield 1223 is comprised of a transparent polycarbonate material.
  • An opaque or semi-transparent coating may be applied to the back side of the shield 1223 except at the areas defining the view windows 1260 so that the view windows 1260 remain transparent.
  • the entirety of shield 1223 may be kept transparent.
  • the shield 1223 is comprised of an opaque or semi transparent material and openings corresponding to windows 1260 are formed in shield 1223 into which pieces of transparent material, such as a polycarbonate, are inserted and secured to create windows 1260. In the latter embodiment, the material out of which the pieces of transparent material defining windows 1260 are made may be different from one another.
  • the material for windows 1260 for cameras 1228, 1230, 1234 may be polycarbonate and the material for window 1260 for thermal vision sensor 1218 may be germanium or silicon. Any suitable material may be used for the windows 1260, and may differ from one window to another as best suited for the camera, sensor or light in question.
  • the material forming windows 1260 could cause refraction affecting the accuracy or other performance characteristics of the cameras or sensors. In that event, the cameras and/or sensors could be calibrated to correct for any unwanted refraction.
  • an insect deflector mounted on the wind deflector body 1204 adjacent to each forward facing camera 1208 and thermal vision sensor 1218.
  • the insect deflectors reduce or prevent accumulation of insects or other debris on windows 1260 associated with the cameras 1208 during operation.
  • one or more shield wipers 1270 may be mounted on the wind deflector body 1240 adjacent to the hardware module 1228 to wipe away or otherwise clear rain, moisture, insects, dust, debris or any other liquid or solid from the windows 1260 associated with the forward facing cameras 1208 and, if desired window(s) associated with the thermal vision sensor 1218. In one embodiment as shown in FIG.
  • shield wiper 1270 positioned to wipe all the windows 1260 associated with the three forward facing cameras 1208 and the thermal vision sensor 1218.
  • the wiper may rotate in an oscillating, back and forth motion or, for example, may rotate in one direction for 360° and then continue to repeat the circular motion.
  • the two shield wipers 1270 may be situated so that the blades extend in opposite directions in the resting position, as shown in FIG. 32.
  • the shield wipers 1270 may be situated so that the blades extend towards each other in the resting position, as shown in FIG. 33. In the latter configuration, it may be necessary for the ends of the blades to overlap, as shown in FIG. 33, to ensure they extend across all intended windows 1260 during operation.
  • the shield wipers 1270 may operate with offset timing. Any number, arrangement and motion of shield wipers 1270 may be used to achieve the desired effect of clearing the windows.
  • the shield wipers 1270 are recessed into the wind deflector body 1204 when not in use (i.e., in “off’ state), and a linear motor is be used to extend the shield wipers 1270 out of the wind deflector body 1204 for use (i.e., in “on” state).
  • This embodiment helps to make the deflector body 1204 more aerodynamic when the shield wipers 1270 are in the off state, and thus in the recessed position.
  • the contour of the outer surfaces of the shield wipers 1270 may be configured to match the contour of the outer surface of the wind deflector body 1204 had the shield wipers not been present, so that, when the shield wipers are in the recessed position, the outer surface of the wind deflector is smooth.
  • the outer surface of the shield wipers 1270 may have the same color and finish as the outer surface of the wind deflector body 1204 so that they blend in and their presence is less obvious to an onlooker.
  • the wind deflector portion 1200 also includes a map database unit 1430.
  • the map database unit 1430 is stored locally on a hard drive and updated via LTE or Wi-Fi connectivity.
  • the map database unit 1430 is a HERE Maps database. Alternative map database units with similar specifications or any suitable specifications may be used.
  • the map database unit 1430 is connected to and provides an output to programming in the controller 1400.
  • the wind deflector portion 1200 operates in system 100 generally in the same was as described for the wind deflector portion 200 in connection with FIGS. 4A and 4B.
  • the front facing cameras 1208, the rear facing cameras 1212 and 1216, the side facing cameras 1230 and 1234 and the radar units 1254 are connected to and provide their output to the controller 1400.
  • the controller 1400 is operable to run various programming 1406 including an operating system, such as real-time embedded Linux, and other programs and applications as described herein.
  • the operating system may include APIs and/or a marketplace/app-store for outside developers to support cross-platform integrations.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé et un système de modernisation d'un camion fournissant des caractéristiques de conduite assistée. Le système comprend une partie déflecteur de vent pouvant être montée sur une cabine du camion, une partie pare-soleil de conducteur de remplacement, une unité de communication, une unité GPS et un dispositif de commande. La partie déflecteur de vent comprend une pluralité de caméras dirigées vers l'avant, des caméras orientées vers le côté gauche et vers la droite, et des caméras orientées vers l'arrière gauche et droit. La partie pare-soleil de conducteur de remplacement comprend une ou plusieurs caméras orientées vers le conducteur et une unité d'interface utilisateur. Le dispositif de commande est connecté de manière fonctionnelle aux caméras, à l'unité radar ; aux capteurs de localisation, à l'unité d'interface utilisateur, à l'unité de communication et à un bus CAN du camion. Une programmation installée sur le dispositif de commande fournit des caractéristiques de conduite assistée pour le camion.
PCT/US2020/050937 2019-09-23 2020-09-16 Système et procédé de modernisation de camions pour les doter de caractéristiques de conduite assistée WO2021061459A1 (fr)

Applications Claiming Priority (4)

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US201962904354P 2019-09-23 2019-09-23
US62/904,354 2019-09-23
US202063042714P 2020-06-23 2020-06-23
US63/042,714 2020-06-23

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