• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an architecture for a conditional automation driving assistance system capable of controlling an automatic emergency stop of a vehicle, comprising: a set (2) of sensors of at least three different technologies for observing a vehicle; area in the front of a vehicle; a main computer (10) adapted to receive, through a first upstream data communication network, information from said set (2) of sensors, and to transmit commands, through a first downstream communication network, a first computer (3) of an engine control system, a second computer (4) of a braking system and a third computer (5) of a steering control system; a backup computer (11) adapted to receive, through a second upstream data communication network, information from said set of sensors in the event of a failure relative to the main computer (10); a main power source connected to each computer; and a backup power source. The architecture comprises a second downstream communication network connecting only the backup computer (11) to said second computer (4) of the braking system for the transmission of commands, and the emergency power source is only connected to the computer (10). ), the backup computer (11) and the second computer (4) of the braking system.
    公开号:FR3031406A1
    申请号:FR1500005
    申请日:2015-01-05
    公开日:2016-07-08
    发明作者:Caroline Robert；Vanessa Picron；Michel Leeman
    申请人:Valeo Schalter und Sensoren GmbH；
    IPC主号:
    专利说明:

    [0001] The present invention relates generally to motor vehicles equipped with automatic systems for driving assistance, and more specifically so-called "conditional automation" systems. The automation of driving advances to meet many issues such as safety, mobility, eco-driving, and accessibility for all to driving. Today, it is possible to have a fully automated vehicle without driver, on dedicated areas. This is not the case for automated road vehicle projects where many problems, particularly in the legal and security fields, remain to be solved before seeing such vehicles on sale. . In particular, in the case of an automated vehicle on the road in the presence of a driver, the Vienna Convention states in Article 8.5 that the driver must at all times be able to control his vehicle. The Society of Automotive Engineer (SAE) Automated Highway Vehicle Standards Committee (ASEC) recently released a new report providing a classification of automated driving levels ("Taxonomy and Definitions for Terms Related to On-Road Motor"). Vehicle Automated Driving Systems ", Standard 33016, January 16, 2014), with, for each classification level, the rules for sharing the supervision of driving between the driver and the automation system (s). More precisely, this report defines six levels, ranging from level 0 for a vehicle without any automation system, level 5 for a fully automated vehicle, to various degrees of automation for which the part of the vehicle is increased every time. automation and reduces the driver's share of responsibility. Thus: - Level 1 corresponds to the driver assistance systems relative to either the longitudinal control of the vehicle only (for example the systems known under the acronym ACC or Autonomous Cruise Control), or to the only lateral control the vehicle (eg a Lane Keeping Assist System, or a lane change aid system used in case of overtaking, overturning after overtaking, or an avoidance procedure); level 2 corresponds to a so-called "partial automation" level in which the driver assistance system or systems can combine the lateral and longitudinal control of the vehicle; - level 3 corresponds to a so-called "conditional automation" level in which the driver is allowed, for a certain period of time, and on certain types of road (for example a motorway), not to be attentive to driving . The related automated systems then supervise the lateral and / or longitudinal control of the vehicle, but must make the driver liable in the event of a problem; - level 4 corresponds to a complete automation of the vehicle, with the possibility for the driver to delegate driving in any situation, and to come back whenever he wants, regardless of the duration and any specific area; - Level 5 corresponds to a completely automated vehicle, with no possibility for the driver to interact. SAE levels 0 to 5 correspond substantially to levels 0 to 4 of the US National Highway Traffic Safety Administration (NHTSA) responsible for road safety. Due to the aforementioned Article of the Vienna Convention, level 3 to 5 vehicles are not currently permitted by law. Levels 0 to 2 are allowed, however, because the driver remains the only supervisor of driving. Subsequently, future SAE or NHTSA standards for future level 3 automated vehicles are being considered, equipped with a conditional automation system. The acceptance of a modification of the Vienna Convention, which imposes today a permanent responsibility of the driver, passes at the very least by the implementation of a number of procedures of dependability and strategies to allow the driver return to driving supervision in the event of system failures. A particularly important strategy is to return to a safe state in the event that the driver is unable to regain control. In this case, and especially when the vehicle is driving on the motorway at a relatively low speed, it may be sufficient for the system to support stopping the vehicle in its driving lane. The various phases generally implemented in application of this strategy are illustrated schematically in FIG. 1 which represents the consequences of this support on the speed of the vehicle as a function of time. In this figure 1, td represents the instant of detection of a critical failure that requires the driver to resume theoretically the hand. From this moment, the conditional automation system must certainly give the hand to the driver, but must nevertheless provide functionality for a short period of time, typically between five and ten seconds, to allow the driver to effectively resume control of the driver. the driving. This phase is represented by the phase_1 in the figure, and shows that the speed of the vehicle remains constant. If the driver has not responded at the end of this phase_1, the system starts to brake slowly (phase_2 in Figure 1, also between five and ten seconds). Finally, if the driver has still not reacted at the end of this phase_2, the system controls a greater braking until the total stop of the vehicle. This phase is represented by the phase 3 in FIG. 1. Functionally, the conditional automation system must, in order to ensure this return to the safe state, be able to control what is happening in front of the vehicle, to control the braking system and the engine control system to adjust the speed accordingly, and control the electronic system of steering control to stay on the same driving lane. These requirements in terms of dependability necessarily involve using an architecture with a lot of redundancy, which comes to burden the cost of these systems. Thus, in accordance with the international standard ISO 26262 which defines in particular a classification of the criticality of the failures according to four levels known as "ASIL A, ASIL B, ASIL C and ASIL D" (English initials set for Automotive Safety Integrity Level), a Level 3 system (conditional automation) should be ASIL D, which in particular involves providing on a vehicle at least three different technologies sensors to observe the same area of the vehicle environment. This ensures a sufficient good detection performance to be compatible with an ASIL D safety objective, and it is also possible to avoid an external jammer rendering the three types of sensors simultaneously ineffective. Moreover, in the known architectures, the system computer, the connections, typically by CAN bus, allowing the exchanges between on the one hand, the sensors and this calculator, and on the other hand, the system calculator and the other computers involved in the safe return strategy (brake system calculator, engine control ECU and steering control ECU), as well as the power supplies required for the operation of these ECUs, are generally doubled to guarantee operational safety in case of failure related to the computer of the conditional automation system. The aim of the invention is to propose an affordable architecture for a conditional automation driving assistance system of level 3. To this end, the subject of the present invention is an architecture for a driver assistance system. conditional automation capable of controlling an automatic emergency stop of a vehicle, comprising: a set of sensors of at least three different technologies for observing an area at the front of a vehicle; a main computer adapted to receive, through a first upstream data communication network, information from said set of sensors, and to transmit commands, through a first downstream communication network, to a first data processor; an engine control system, a second computer of a braking system and a third computer of a steering control system; an emergency computer adapted to receive, through a second upstream data communication network, information from said set of sensors; a main power source connected to each computer; and - a backup power source; characterized in that it comprises a second downstream communication network connecting only the backup computer to said second computer of the braking system for the transmission of commands, and in that the emergency power source is connected only to the main computer, the emergency computer and the second computer of the braking system. According to other possible features of this architecture: the first and second upstream and downstream data communication networks are serial data bus networks, preferably CAN networks; the backup computer is identical to the main computer, in which case they both have the same level of criticality of failure, preferably an ASIL D level; alternatively, the standby computer may have a failure criticality level lower than that of the main computer, for example an ASIL B level if the main computer is ASIL D; the sensor assembly comprises for example at least one image sensor, a radar sensor and a laser sensor; the backup computer can be connected to the main computer, and controlled to receive, through the second upstream data communication network, information of said set of sensors in case of a failure relative to the main computer; alternatively, the standby computer constantly receives, through the second upstream data communication network, information from said set of sensors, even in the absence of a failure relative to the main computer. The invention and the various advantages that it provides will be better understood from the following description, made with reference to the appended figures, in which: FIG. 1, already described above, schematically illustrates the phases implemented by a conditional automation driver assistance system in a known safe return strategy; FIG. 2 schematically illustrates an exemplary architecture according to the invention for a conditional automation assistance assistance system. Throughout the presentation, the term "Conditional Automation Assisted Driving Assistance System" refers to any Level 3 Helper System (SAE / NHTSA). With reference to FIG. 2, an architecture for a conditional automation assistance system capable of controlling an automatic emergency stop of a vehicle and guaranteeing a return to a safe state in accordance with the scenario described in FIG. conventionally comprises a core control module 1 comprising: on the one hand, a main computer 10 able to receive, through a first upstream data communication network, information from a set 2 of sensors capable of observing a zone; at the front of the vehicle; on the other hand, a backup computer 11, connected to the main computer 10, and adapted to receive, through a second upstream data communication network, information of said set 2 of sensors.
    [0002] The system has an ASIL D failure criticality level, so it is expected that all 2 will use three different technologies for the sensors. Thus, the assembly 2 may comprise, by way of nonlimiting example, at least one laser sensor 20, a radar sensor 21 and an image sensor 22. The principles of the invention are applicable regardless of the combination of different technologies (or types) used. In FIG. 2, the first upstream network comprises the three connections schematized in solid lines between the sensors 20 to 22 and the main computer 10, whereas the second upstream network comprises the three connections schematized in dashed lines between these same sensors 20 to 22. and the backup computer 10. The main computer 10 has the role of processing the information from the sensors 20 to 22, and in particular to apply, if necessary, the strategy of return to the safe state described with reference to the FIG. 1. To do this, this main computer 10 is able to transmit the appropriate commands to the various computers of the vehicle involved in this strategy, and in particular, respectively: to a first computer 3 of an engine control system, to a second computer 4 a braking system; and a third computer 5 of a steering control system. The commands are transmitted through a first downstream communication network, represented by the solid line connections between the main computer 10 and the three computers 3, 4 and 5. All the computers described above are powered by a main power supply, for example a battery (+ BAT1 in FIG. 2). The backup computer 11 has the role of replacing the main computer 10 in case of failure of the latter.
    [0003] According to the invention, instead of doubling the downstream communication network between the computers of the system on the one hand, and the three computers 3, 4 and 5, provision is made here to provide a second downstream communication network connecting the computer 11 only to the second computer 4 of the braking system for the transmission of commands. This second downstream communication network is shown in broken lines between the backup computer 11 and the brake computer 4. This type of control is sufficient to also control the direction of the vehicle, especially at low speed. Indeed, the calculators of the braking systems are currently all so-called ESP (Electronic Stability Program) computers that can differentially control the braking on each of the wheels, and thus ensure that the vehicle remains on his way to a stop. Furthermore, to overcome a possible malfunction of the main power supply + BAT1, there is provided in the architecture a backup power source (+ BAT2 in Figure 2), for example a battery. Here again, the architecture is simplified to the strict minimum by providing that this backup power is only used by the main computer 10, the spare computer 11 and the computer 4 of the only braking system. In other words, an architecture according to the invention consists in redundant, downstream of the system computer, the dual power supply and the communication network only for the computer 4 of the braking system. This results in a cost reduction that does not in any way limit the guarantee of a return to the safe state in the event that a driver would not be able to regain control. In the context of Figure 2, it was considered that the spare computer 11 was connected to the main computer 10, so that it operates in reception and transmission in case of failure of the main computer. It is however possible, without departing from the scope of the invention, not to connect the two computers 10 and 11. In this case, the two computers 10 and 11 operate in parallel continuously and it is in case of failure of the main computer that computers 3, 4 and 5 downstream go into emergency mode. This is called "hot redundancy". This solution allows a faster reconfiguration but consumes more energy.
    权利要求:
    Claims (9)
    [0001]
    CLAIMS1.Architecture for a driver assistance system with conditional automation capable of controlling an automatic emergency stop of a vehicle, comprising: a set (2) of sensors of at least three different technologies to observe a zone to the front of a vehicle; a main computer (10) able to receive, through a first upstream data communication network, information from said set (2) of sensors, and to transmit commands, through a first downstream communication network; a first computer (3) of an engine control system, a second computer (4) of a braking system and a third computer (5) of a steering control system; an emergency calculator (11) adapted to receive, through a second upstream data communication network, information from said set of sensors; a main power source connected to each computer; and - a backup power source; characterized in that it comprises a second downstream communication network connecting only the backup computer (11) to said second computer (4) of the braking system for the transmission of commands, and in that the emergency power source is connected only to the main computer (10), the spare computer (11) and the second computer (4) of the braking system.
    [0002]
    2.Architecture according to claim 1, characterized in that the first and second upstream and downstream data communication networks are serial data bus networks.
    [0003]
    3.Architecture according to claim 2, characterized in that the first and second networks upstream and downstream data communication are CAN networks.
    [0004]
    4. Architecture according to any one of the preceding claims, characterized in that the backup computer (11) is identical to the main computer (10).
    [0005]
    5.Architecture according to any one of claims 1 to 4, characterized in that the backup computer (11) has a failure criticality level lower than that of the main computer (10).
    [0006]
    6. Architecture according to claim 5, characterized in that the failure criticality level of the main computer (10) is ASIL D, and the failure criticality level of the backup computer (11) is ASIL B.
    [0007]
    7. Architecture according to any one of the preceding claims, characterized in that said set (2) of sensors comprises at least one image sensor, a radar sensor and a laser sensor.
    [0008]
    8. Architecture according to any one of the preceding claims, characterized in that the backup computer (11) is connected to the main computer (10), and controlled to receive, through the second upstream data communication network , information of said set of sensors in case of a failure relative to the main computer (10).
    [0009]
    9.Architecture according to any one of claims 1 to 7, characterized in that the backup computer (11) permanently receives, through the second data communication upstream network, information from said set of sensors, even in the form of a sensor. absence of a failure relative to the main computer (10).
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    法律状态:
    2016-02-01| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-08| PLSC| Publication of the preliminary search report|Effective date: 20160708 |
    2017-01-31| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-31| PLFP| Fee payment|Year of fee payment: 4 |
    2020-01-31| PLFP| Fee payment|Year of fee payment: 6 |
    2021-01-28| PLFP| Fee payment|Year of fee payment: 7 |
    2022-01-31| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1500005A|FR3031406B1|2015-01-05|2015-01-05|ARCHITECTURE FOR CONDITIONAL AUTOMATION DRIVING ASSISTANCE SYSTEM|FR1500005A| FR3031406B1|2015-01-05|2015-01-05|ARCHITECTURE FOR CONDITIONAL AUTOMATION DRIVING ASSISTANCE SYSTEM|
    US15/537,600| US20180267535A1|2015-01-05|2016-01-04|Architecture for a driving assistance system with conditional automation|
    JP2017535764A| JP6655624B2|2015-01-05|2016-01-04|Architecture for Driver Assistance System with Conditional Automation|
    CN201680004930.1A| CN107428247B|2015-01-05|2016-01-04|Architecture for a driving assistance system with conditional automation|
    PCT/EP2016/050025| WO2016110464A1|2015-01-05|2016-01-04|Architecture for a driving assistance system with conditional automation|
    EP16700031.4A| EP3242823B1|2015-01-05|2016-01-04|Architecture for a driving assistance system with conditional automation|
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