Autonomous Vehicle Sensor Interface

Abstract

A system for an autonomous vehicle includes a sensor array, a time-sensitive network switch, and a data power interface. The sensor array is configured to capture one or more objects in the external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects. The time-sensitive network switch is configured to receive the sensor data. The data power interface individually couples at least two of the sensors in the array to the time-sensitive network switch. The data power interface includes a power conductor, a first data conductor, and a second data conductor. The power conductor supplies an elevated voltage from the time-sensitive network switch to the sensors in the array to power the sensors, and the first data conductor and the second data conductor are configured to provide a high-speed vehicle communication link between the time-sensitive network switch and the sensors.

Description

[0001] Cross - Reference to Related Applications

[0002] This application claims the benefit and priority of U.S. Non - Provisional Patent Application No. 16 / 588,940, filed on September 30, 2019, the entire content of which is incorporated herein by reference in its entirety. Technical Field

[0003] The present disclosure generally relates to autonomous vehicles and, more particularly, to sensor interfaces for autonomous vehicles. Background Art

[0004] The automotive industry is currently developing autonomous features for controlling vehicles in certain situations. According to the SAE International standard J3016, there are six levels of autonomy, ranging from level 0 (no autonomy) to level 5 (the vehicle is capable of operating without operator input under all conditions). Vehicles with autonomous features utilize sensors to sense the environment through which the vehicle navigates. Obtaining and processing data from the sensors allows the vehicle to safely navigate through its environment. Summary of the Invention

[0005] A system for an autonomous vehicle includes a sensor array, a time - sensitive network switch, and a data power interface. The sensor array is configured to capture one or more objects in the external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects. The time - sensitive network switch is configured to receive the sensor data. The data power interface individually couples at least two sensors in the array to the time - sensitive network switch. The data power interface includes a power conductor that includes a first data conductor and a second data conductor. The power conductor supplies an elevated voltage from the time - sensitive network switch to the sensors in the array to power the sensors, and the first data conductor and the second data conductor are configured to provide a high - speed vehicle communication link between the time - sensitive network switch and the sensors. In some embodiments, the elevated voltage is higher than 30 VDC. In some embodiments, the sensors in the sensor array include light detection and ranging (LIDAR) and radio detection and ranging (RADAR) sensors.

[0006] In some embodiments, an autonomous vehicle can include a sensor array, a time-sensitive network switch, a data power interface, and a control system. The sensor array is configured to capture one or more objects in the external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects. The time-sensitive network switch is configured to receive the sensor data, and the time-sensitive network switch is further configured to receive a raised voltage. The data power interface individually couples the sensors in the array to the time-sensitive network switch, and the time-sensitive network switch includes individual connectors for the data power interfaces of at least two of the sensors in the sensor array. The data power interface includes a power conductor configured to provide the raised voltage from the time-sensitive network switch to the sensors, and a first data conductor and a second data conductor configured to provide a high-speed vehicle communication link between the time-sensitive network switch and the sensors. The control system is configured to autonomously navigate the autonomous vehicle at least in part based on the sensor data.

[0007] The autonomous vehicle can further include a power distribution module coupled to the time-sensitive network switch to provide the raised voltage to the time-sensitive network switch, and the power distribution module can convert the vehicle battery voltage to the raised voltage that uses the vehicle battery voltage to operate the vehicle. In some embodiments of the autonomous vehicle, the time-sensitive network switch includes an electrical regulator that regulates the current provided to the sensor array on a per-sensor basis, and the current is provided by the power conductor of the data power interface.

[0008] Embodiments of the present disclosure include a sensor electrical harness for an autonomous vehicle, the sensor electrical harness including a first connector, a second connector, a power conductor, and a high-speed vehicle communication link. The first connector is configured to connect to the time-sensitive network switch. The second connector is configured to connect to a sensor of the autonomous vehicle, and the sensor is configured to capture one or more objects in the external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects. The power conductor is configured to provide the raised voltage to the sensor and the power conductor is coupled between the first connector and the second connector. The raised voltage is higher than 30VDC. The high-speed vehicle communication link is configured to transmit the sensor data generated by the sensor to the time-sensitive network switch, and the high-speed vehicle communication link is coupled between the first connector and the second connector.

[0009] In an embodiment of the present disclosure, a data power interface couples the sensors of an autonomous vehicle individually to a time-sensitive network switch. Each sensor requires only one connector because data and power are combined into a single wire harness that provides an elevated voltage to the sensor during higher power consumption periods. The elevated voltage is provided to the sensor, and the elevated voltage allows for high-power delivery at a lower current, which reduces line losses for delivering the same amount of power at a lower voltage. Having a separate connector for each sensor (e.g., only one connector for each sensor) increases the sensor placement locations on the vehicle because the coverage area of the sensor is smaller and the open access area required to connect the wire harness to the sensor connector is smaller. For example, due to the smaller total sensor coverage area, the feasibility of side mounting larger sensors near the wheel wells of the vehicle is increased. Wiring the wire harness from the sensor location to the time-sensitive network switch for data collection is also more feasible when only one wire harness is wired instead of two. The conductors in the data power interface can be smaller gauge wires to increase the wire flexibility, ease of wiring, and / or wiring locations of the data power wire harness. The wiring efficiency of sensors within the vehicle and sensor placement can be particularly advantageous when the sensors are to be installed on different vehicle models and potentially after the vehicle has left the factory of the original equipment manufacturer (OEM) or other vehicle manufacturers. Having a separate connector for each sensor (e.g., only one connector for each sensor) also improves the reliability of the sensors by reducing the connector failure points. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Non-limiting and non-exhaustive embodiments of the present invention are described with reference to the following figures, wherein, unless otherwise indicated, like reference numerals represent like parts throughout the various views.

[0011] Figure 1A An autonomous vehicle including an example sensor array in accordance with aspects of the present disclosure is illustrated.

[0012] Figure 1B A top view of an autonomous vehicle including an example sensor array in accordance with aspects of the present disclosure is illustrated.

[0013] Figure 1C An example vehicle control system including sensors, a powertrain, and a control system in accordance with aspects of the present disclosure is illustrated.

[0014] Figure 2 A conventional arrangement for providing power to a vehicle's sensors and receiving data from the sensors by a vehicle's computer is illustrated.

[0015] Figure 3 A block diagram of an example system that may be included in an autonomous vehicle in accordance with aspects of the present disclosure is illustrated.

[0016] Figure 4 An example system of an autonomous vehicle with a sensor having a data power interface to a time-sensitive network switch is illustrated, in accordance with aspects of the present disclosure.

[0017] Figures 5A to 5B An example data power interface is illustrated, in accordance with aspects of the present disclosure. Detailed Description

[0018] Embodiments of autonomous vehicles and autonomous vehicle system interfaces are described herein. In the following description, numerous specific details are set forth to provide a thorough understanding of the embodiments. However, one of ordinary skill in the relevant art will recognize that the techniques described herein may be practiced without one or more of the specific details or with other methods, components, or materials. In other instances, well-known structures, materials, or operations have not been shown or described in detail to avoid obscuring certain aspects.

[0019] References to "one embodiment" or "an embodiment" throughout this specification refer to a particular feature, structure, or characteristic described in connection with the embodiment being included in at least one embodiment of the present invention. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0020] Throughout this specification, a number of technical terms are used. Unless specifically defined herein or the context of their use otherwise clearly indicates, these terms will have their ordinary meaning in the art to which they pertain. For the purposes of the present disclosure, the term "autonomous vehicle" refers to a vehicle having autonomous features at any level of autonomy of the SAE International Standard J3016.

[0021] The present disclosure includes embodiments of an autonomous vehicle that includes a data power interface for sensors of the autonomous vehicle. In existing sensor systems, sensors for detecting the external environment of an autonomous vehicle include a first connector for connection to an electrical power harness and a second connector for connection to a data harness. Example sensors that can be used in an autonomous vehicle include a camera system, a RADAR system, and a LIDAR system. The electrical power harness for powering the sensors is typically coupled to the main vehicle battery through positive and negative conductors having a relatively large wire gauge. Having two connectors and two data harnesses (one data harness for data and one data harness for power) for each sensor increases the volume of each sensor, which in turn limits the placement of the sensors on the vehicle. Additionally, having two connectors for each sensor provides two potential points of failure for the sensor, thus affecting a reliability factor critical to the operation of the autonomous vehicle.

[0022] In an embodiment of the present disclosure, the data power interface individually couples sensors of the autonomous vehicle to a time-sensitive network switch. For example, each sensor only requires one connector since data and power are combined into one harness that provides an elevated voltage to the sensor during higher power consumption time periods. The elevated voltage is provided continuously to the sensor, and the elevated voltage allows for high power delivery at a lower current, which reduces line losses for delivering the same amount of power at a lower voltage. In some embodiments, having a separate connector for each sensor (e.g., only having one connector for each sensor) increases the number of possible sensor placement locations on the vehicle due to the smaller coverage area of the sensor and the smaller open access area required to connect the harness to the sensor connector. For example, the feasibility of side mounting larger sensors near the wheel wells of the vehicle increases due to the smaller overall sensor coverage area. It is also more feasible to route the harness from the sensor location to the time-sensitive network switch for data collection when only one harness rather than two harnesses are being routed. The conductors in the data power interface can be of a smaller wire gauge to increase the wire flexibility, ease of routing, and / or routing locations of the data power harness. The wiring efficiency and sensor placement of sensors within the vehicle can be advantageous when the sensors are to be installed on different vehicle models and potentially after the vehicle has left the factory of the original equipment manufacturer (OEM) or other vehicle manufacturers. Having a separate connector for each sensor also increases the reliability of the sensor by reducing the connector failure points.

[0023] The time-sensitive network switch of the present disclosure includes a connector for connecting to a data power interface harness that individually connects the sensors of the autonomous vehicle to the time-sensitive network switch. The time-sensitive network switch receives sensor data from each sensor via a high-speed communication link of the data power interface. In some embodiments, another data bus is included in the data power interface, and control signals are sent to the sensors via the time-sensitive network switch. In some embodiments, a power distribution module is coupled to the time-sensitive network switch to provide a boosted voltage to the data power interface. The time-sensitive network switch can be configured to regulate the current and / or voltage provided to individual sensors, which allows overcurrent protection of the sensors and allows power cycling of the sensors via the data power interface.

[0024] Figure 1A An example autonomous vehicle 100 in accordance with aspects of the present disclosure is illustrated. The example autonomous vehicle 100 includes sensors and a data power interface coupled between the sensors and a time-sensitive network switch. The autonomous vehicle 100 can include a sensor array configured to capture one or more objects in the external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects for controlling the operation of the autonomous vehicle 100. For example, dynamic objects can include people, animals, moving debris, bicycles, or other vehicles, and static objects can include signs, traffic lights, buildings, or obstacles. Figure 1A Sensors 133A, 133B, 133C, 133D, and 133E are shown. In addition to sensors 133A, 133B, 133C, 133D, and 133E, Figure 1B A top view of the autonomous vehicle 100 including sensors 133F, 133G, 133H, and 133I is also illustrated.

[0025] Figure 1C A block diagram of an example system for the autonomous vehicle 100 is illustrated. For example, the autonomous vehicle 100 can include a powertrain 102 that includes a prime mover 104 powered by an energy source 106 and is capable of providing power to a power transmission system 108. The autonomous vehicle 100 can further include a control system 110 that includes a steering control 112, a powertrain control 114, and a braking control 116. The autonomous vehicle 100 can be implemented as any number of different vehicles, including vehicles capable of transporting people, including vehicles capable of transporting people and / or cargo and capable of traveling in a variety of different environments, and it should be understood that the foregoing components 102-116 can vary widely based on the type of vehicle that utilizes these components.

[0026] For example, the embodiments discussed below focus on wheeled land vehicles (such as cars, minivans, trucks, or buses). In such an embodiment, the prime mover 104 can include one or more electric motors and / or internal combustion engines (etc.). The energy source can include, for example, a fuel system (e.g., providing gasoline, diesel, hydrogen), a battery system, solar panels, or other renewable energy sources and / or a fuel cell system. The powertrain 108 can include wheels and / or tires along with a transmission and / or any other mechanical drive components suitable for converting the output of the prime mover 104 into vehicle motion, as well as one or more brakes configured to controllably stop or slow down the autonomous vehicle 100 and a direction or steering assembly suitable for controlling the trajectory of the autonomous vehicle 100 (e.g., a rack and pinion steering linkage that enables one or more wheels of the autonomous vehicle 100 to pivot about a generally vertical axis to change the angle of the rotation plane of the wheels relative to the longitudinal axis of the vehicle). In some embodiments, a combination of a powertrain and an energy source can be used (e.g., in the case of an electric / gas hybrid vehicle). In some embodiments, multiple electric motors (e.g., dedicated to individual wheels or axles) can be used as the prime mover.

[0027] The direction control 112 can include one or more brakes and / or sensors for controlling and receiving feedback from the direction or steering assembly to enable the autonomous vehicle 100 to follow a desired trajectory. The powertrain control 114 can be configured to control the output of the powertrain 102, such as controlling the output power of the prime mover 104 and controlling the gears of the transmission in the powertrain 108, thereby controlling the speed and / or direction of the autonomous vehicle 100. The brake control 116 can be configured to control one or more brakes that slow down or stop the autonomous vehicle 100, such as disc brakes or drum brakes coupled to the wheels of the vehicle.

[0028] Other vehicle types (including but not limited to off-road vehicles, all-terrain or tracked vehicles, or construction equipment) will necessarily utilize different powertrains, power transmission systems, energy sources, direction controls, powertrain controls, and brake controls, as would be understood by one of ordinary skill in the art who benefits from this disclosure. Moreover, in some embodiments, for example, in cases where the direction control of the vehicle is mainly handled by changing the output of one or more prime movers, some components can be combined. Thus, the embodiments disclosed herein are not limited to the specific application of the techniques described herein to autonomous wheeled land vehicles.

[0029] In the illustrated embodiments, an autonomous vehicle control system 120 is used to implement autonomous control of the autonomous vehicle 100, and the vehicle control system 120 can include one or more processors in processing logic 122 and one or more memories 124, wherein the processing logic 122 is configured to execute program code (e.g., instructions 126) stored in the memory 124. For example, the processing logic 122 can include, for example, one or more graphics processing units (GPUs), one or more central processing units (CPUs).

[0030] Sensors 133A-133I can include various sensors suitable for capturing and collecting data from the surrounding environment of the autonomous vehicle for controlling the operation of the autonomous vehicle. For example, sensors 133A-133I can include a RADAR unit 134, a LIDAR unit 136, one or more 3D positioning sensors 138, such as satellite navigation systems, such as GPS, GLONASS, Beidou, Galileo, or Compass. In some embodiments, the one or more 3D positioning sensors 138 can use satellite signals to determine the location of the vehicle on the earth. Sensors 133A-133I can optionally include one or more cameras 140 and / or an inertial measurement unit (IMU) 142. In some embodiments, the camera 140 can be a monochrome or stereo camera and can record still and / or video images. The camera 140 can include a complementary metal oxide semiconductor (CMOS) image sensor configured to capture images of one or more objects in the external environment of the autonomous vehicle 100. The IMU 142 can include multiple gyroscopes and accelerometers capable of detecting linear and rotational motion of the autonomous vehicle 100 in three directions. One or more encoders (not shown), such as wheel encoders, can be used to monitor the rotation of one or more wheels of the autonomous vehicle 100.

[0031] The outputs of sensors 133A - 133I can be provided to control subsystem 150, which includes positioning subsystem 152, planning subsystem 156, perception subsystem 154, and control subsystem 158. Positioning subsystem 152 is configured to determine the location and orientation (sometimes also referred to as "pose") of autonomous vehicle 100 within its surrounding environment and generally within a specific geographic area. As part of generating tagged autonomous vehicle data, the location of the autonomous vehicle can be compared to the locations of additional vehicles in the same environment. Perception subsystem 154 is configured to detect, track, classify, and / or determine objects within the surrounding environment of autonomous vehicle 100. Planning subsystem 156 is configured to generate a trajectory for autonomous vehicle 100 within a given time frame given a destination and static and moving objects within the environment. Machine learning models according to several embodiments can be used to generate vehicle trajectories. Control subsystem 158 is configured to operate control system 110 to implement the trajectory of autonomous vehicle 100. In some embodiments, a machine learning model can be utilized to control the autonomous vehicle to implement the trajectory.

[0032] It should be understood that Figure 1C the set of component classes illustrated for vehicle control system 120 in [reference] is exemplary in nature. Separate sensors may be omitted in some embodiments. In some embodiments, Figure 1C the different types of sensors illustrated in [reference] can be used for redundancy and / or to cover different areas of the surrounding environment of the autonomous vehicle. In some embodiments, different types of control subsystems and / or combinations of control subsystems can be used. Further, although subsystems 152 - 158 are illustrated as separate from processing logic 122 and memory 124, it should be understood that in some embodiments, some or all of the functionality of subsystems 152 - 158 can be implemented with program code (such as instructions 126 residing in memory 124 and executed by processing logic 122), and these subsystems 152 - 158 can in some cases use the same (multiple) processors and / or memory for implementation. As mentioned above, in some embodiments, subsystems can be implemented at least in part using various application - specific circuit logics, various processors, various field - programmable gate arrays ("FPGAs"), various application - specific integrated circuits ("ASICs"), various real - time controllers, etc., and as described above, multiple subsystems can utilize circuitry, processors, sensors, and / or other components. Further, the various components in vehicle control system 120 can be networked in various ways.

[0033] In some embodiments, the autonomous vehicle 100 may further include an auxiliary vehicle control system (not shown), which may serve as a redundant or backup control system for the autonomous vehicle 100. In some embodiments, the auxiliary vehicle control system may be capable of operating the autonomous vehicle 100 in response to a particular event. The auxiliary vehicle control system may have limited functionality, such as effecting a controlled stop of the autonomous vehicle 100. In yet other embodiments, the auxiliary vehicle control system may be omitted.

[0034] In some embodiments, different architectures (including various combinations of software, hardware, circuit logic, sensors, and networks) may be used to implement Figure 1C the various components illustrated in. For example, each processor may be implemented as a microprocessor, and each memory may represent a random access memory (“RAM”) device including main storage, as well as any supplementary levels of memory, such as cache memory, non-volatile or backup memory (e.g., programmable or flash memory), read-only memory. Additionally, each memory may be considered to include memory storage physically located elsewhere in the autonomous vehicle 100 (e.g., any cache memory in the processor and any storage capacity used as virtual memory), such as stored on a mass storage device or another computer controller. Figure 1C The processing logic 122 illustrated in or completely separate processing logic may be used to implement additional functionality in the autonomous vehicle 100 beyond autonomous control purposes, such as controlling an entertainment system, operating doors, lights, or convenience features.

[0035] Furthermore, for additional storage, the autonomous vehicle 100 may further include one or more mass storage devices, such as removable disk drives, hard disk drives, direct access storage devices (“DASD”), optical drives (e.g., CD drives, DVD drives), solid state storage drives (“SSD”), network attached storage, storage area networks, and / or tape drives, etc. Additionally, the autonomous vehicle 100 may include a user interface 164 for enabling the autonomous vehicle 100 to receive several inputs from passengers and generate outputs for passengers, such as one or more displays, touchscreens, voice and / or gesture interfaces, buttons, and other tactile controls. In some embodiments, inputs from passengers may be received via another computer or electronic device (e.g., via an application on a mobile device or via a network interface).

[0036] In some embodiments, the autonomous vehicle 100 may include one or more network interfaces (e.g., network interface 162) that are suitable for communicating with one or more networks 170 (e.g., local area network (“LAN”), wide area network (“WAN”), wireless network, and / or the Internet, etc.) to permit information communication with other computers and electronic devices, including, for example, central services (such as cloud services) from which the autonomous vehicle 100 receives environmental and other data for its autonomous control. In some embodiments, data collected by one or more of sensors 133A - 133I may be uploaded via network 170 to the computing system 172 for additional processing. In such an embodiment, a timestamp can be associated with each instance of the vehicle data.

[0037] Figure 1C The processing logic 122 illustrated in and the various additional controllers and subsystems disclosed herein generally operate under the control of an operating system and perform or otherwise rely on various computer software applications, components, programs, objects, modules, or data structures, as may be described in more detail below. Also, the various applications, components, programs, objects, or modules may also be executed on one or more processors in another computer (e.g., in a distributed, cloud - based, or client - server computing environment) coupled to the autonomous vehicle 100 via network 170, whereby the processing required to implement the computer program functions can be distributed across multiple computers and / or services via the network.

[0038] The routines executed to implement the various embodiments described herein, whether implemented as part of an operating system or as a particular application, component, program, object, module, or sequence of instructions or even a subset thereof, will be referred to herein as “program code”. The program code generally includes one or more instructions that reside at various times in various memories and storage devices and, when read and executed by one or more processors, perform the steps necessary to execute the steps or elements embodying aspects of the present invention. Also, although the embodiments have been described and may be described hereinafter in the context of fully functional computers and systems, it should be understood that the various embodiments described herein can be distributed as a program product in a variety of forms and that the embodiments can be implemented without regard to the particular type of computer - readable medium used for actual distribution. Examples of computer - readable media include tangible non - transitory media such as volatile and non - volatile storage devices, floppy disks and other removable disks, solid - state drives, hard disk drives, magnetic tapes, and optical discs (e.g., CD - ROM, DVD), etc.

[0039] In addition, the various program codes described hereinafter can be identified based on the applications in which the program code is implemented in a particular embodiment. However, it should be understood that any specific program nomenclature used below is for convenience only, and thus the present invention should not be limited to any particular application identified and / or implied by such nomenclature. In addition, considering that computer programs can be organized in an usually endless number of ways such as routines, procedures, methods, modules, objects, etc., and that program functionality can be distributed among various software layers (e.g., operating systems, libraries, APIs, applications, applets) residing within a typical computer, it should be understood that the present invention is not limited to the particular organization and distribution of program functionality described herein.

[0040] Those skilled in the art who benefit from this disclosure should recognize that Figure 1C the exemplary environment illustrated in is not intended to limit the embodiments disclosed herein. In fact, those skilled in the art should recognize that other alternative hardware and / or software environments can be used without departing from the scope of the embodiments disclosed herein.

[0041] Figure 2 A conventional arrangement for providing power to a vehicle's sensors and receiving data from the sensors through the vehicle's computer is illustrated. Figure 2Including sensors 281A, 281B, 281C, and 281D. Sensors 281A, 281B, 281C, and 281D respectively include first connectors 283A, 283B, 283C, and 283D. In this example, first connectors 283A, 283B, 283C, and 283D are respectively coupled to power conductors 298A, 298B, 298C, and 298D of power harness 297, and this power harness 297 is coupled to vehicle battery 295. For example, vehicle battery 295 provides battery voltage 296, and this battery voltage 296 can be 12 - 14 VDC. For example, vehicle battery 295 can be the main vehicle battery that provides electrical power for vehicle electrical subsystems (such as lighting, wiper operation, electric locks, power windows, convenience operations, entertainment systems, and seat operations). Vehicle battery 295 can also provide starting amperage to a starting device to start a gasoline engine. Sensors 281A, 281B, 281C, and 281D include second connectors 285A, 285B, 285C, and 285D respectively coupled to data buses 287A, 287B, 287C, and 287D. Computer 290 is a vehicle computer with separate connectors 293A, 293B, 293C, and 293D, and these connectors respectively receive sensor data from sensors 281A, 281B, 281C, and 281D. Data buses 287A, 287B, 287C, and 287D are capable of coupling between corresponding connectors 293A, 293B, 293C, and 293D and corresponding connectors 285A, 285B, 285C, and 285D.

[0042] Figure 3 A block diagram of an example system 300 that can be included in an autonomous vehicle in accordance with aspects of the present disclosure is illustrated. System 300 includes main processing logic 305, a time-sensitive network switch 350, a power distribution module 370, a vehicle battery 385, a network 390, a camera array 361, a RADAR sensor array 363, and a LIDAR sensor array 365. Sensors other than camera array 361, RADAR sensor array 363, and LIDAR sensor array 365 can also be included in system 300. Vehicle battery 385 can be the main vehicle battery for a vehicle (such as autonomous vehicle 100) for operating vehicle electrical subsystems. For example, vehicle battery 385 can provide a voltage of 12 - 14 VDC. In Figure 3In the vehicle, the vehicle battery 385 is configured to provide electrical power to the power distribution module 370 through the battery interface 383. The power distribution module 370 may be configured to convert the vehicle battery voltage provided by the vehicle battery 385 to a raised voltage and provide the raised voltage to the time-sensitive network switch 350 through the raised voltage interface 373. The power distribution module 370 may include a power converter and / or a power regulator (e.g., a switched-mode power supply) configured to convert the vehicle battery voltage to a raised voltage. In some embodiments, the "raised voltage" is defined as a voltage that is at or above 30 VDC. In some embodiments, the raised voltage is approximately between 40 - 50 VDC. In some embodiments, a raised voltage above 50 VDC may also be used. However, the raised voltage is not limited to a specific voltage level and can be any voltage level to drive multiple sensors and one or more computers including multiple processors (such as a CPU and a GPU).

[0043] In some embodiments, the raised voltage is between 40 VDC and 50 VDC. In the case where the raised voltage is between 40 VDC and 50 VDC, compared to a conventional vehicle bus voltage (e.g., 12 VDC), the same power delivery to the sensors can be achieved with lower current. The lower current consumption reduces line losses and thus provides a more efficient data power interface that also dissipates less heat. The reduced current consumption also allows for a lower potential line bend radius and thus easier wiring. In some embodiments, the raised voltage is between 30 VDC and 40 VDC, which can provide at least a portion of the same benefits as the 40 VDC and 50 VDC ranges while also requiring fewer battery resources than the 40 VDC - 50 VDC range.

[0044] In addition to receiving the raised voltage from the power distribution module 370, the time-sensitive network switch 350 is configured to transfer data. In an autonomous vehicle, high-speed data transfer of data that affects vehicle operation is extremely important. The time-sensitive network switch 350 is communicatively coupled to the main processing logic 305 through the high-speed data interface 307. The high-speed data interface 307 may be one or more 10 gigabits per second (Gb / s) connections. In one embodiment, the main processing logic 305 is communicatively coupled to the time-sensitive network switch 350 through two 10 Gb / s connections of the high-speed data interface 307.

[0045] In Figure 3 the time-sensitive network switch 350 is separately coupled to multiple sensors through the data power interface. In Figure 3In the specific description, the time-sensitive network switch 350 is individually coupled to each camera in the camera array 361 through the data power interfaces 337A, 337B, and 337C. That is, each camera in the camera array 361 has a connector 335 that is coupled to the connector 339 of the time-sensitive network switch 350 through its own data power interface 337. In Figure 3 the illustrated embodiment, the connector 335A is coupled to the connector 339A through the data power interface 337A, the connector 357B is coupled to the connector 339B through the data power interface 337B, and the connector 357C is coupled to the connector 339C through the data power interface 337C. Similarly, the time-sensitive network switch 350 is individually coupled to each RADAR sensor in the RADAR sensor array 363 through the data power interfaces 337G, 337H, and 337I. That is, each RADAR sensor in the RADAR sensor array 363 has a connector 335 that is coupled to the connector 339 of the time-sensitive network switch 350 through its own data power interface 337. In Figure 3 the illustrated embodiment, the connector 335G is coupled to the connector 339G through the data power interface 337G, the connector 335H is coupled to the connector 339H through the data power interface 337H, and the connector 335I is coupled to the connector 339I through the data power interface 337I. Figure 3 It is also illustrated that the time-sensitive network switch 350 is individually coupled to each LIDAR sensor in the LIDAR sensor array 365 through the data power interfaces 337D, 337E, and 337F. That is, the LIDAR sensors in the LIDAR sensor array 365 have corresponding connectors 335D, 335E, and 335F that are respectively coupled to the connectors 339D, 339E, and 339F of the time-sensitive network switch 350 through their own data power interfaces 337. In Figure 3 the illustrated embodiment, the connector 335D is coupled to the connector 339D through the data power interface 337D, the connector 335E is coupled to the connector 339E through the data power interface 337E, and the connector 335F is coupled to the connector 339F through the data power interface 337F. In these embodiments, the cameras, RADAR sensors, and LIDAR sensors are merely examples of sensors that can be implemented as sensors of an autonomous vehicle that can be coupled to the time-sensitive network switch 350 through the data power interface 337. Thus, the data power interface 337 can individually couple any sensors utilized in different embodiments to the time-sensitive network switch 350, where the time-sensitive network switch 350 includes separate connectors for each data power interface 337 in the sensor array.

[0046] The data power interface 337 includes at least one high-speed vehicle communication link and also provides an elevated voltage to each sensor to power the sensor. In some embodiments, the high-speed vehicle communication link can be defined as greater than 100 megabits per second (Mb / s).

[0047] Figure 4 An example system of an autonomous vehicle 400 with sensors is illustrated, where the sensors have a data power interface to a time-sensitive network switch. In Figure 4 this, according to aspects of the present disclosure, each sensor in the autonomous vehicle 400 is coupled to a time-sensitive network switch 450 via a data power interface. The time-sensitive network switch 450 receives elevated power from a power distribution module 470. The power distribution module 470 and the time-sensitive network switch 450 can be configured similarly to the power distribution module 370 and the time-sensitive network switch 350, respectively. Figure 4 A total of nine sensors 433A - 433I included in the autonomous vehicle 400 are illustrated, but more or fewer sensors can be used in other systems. Each of the sensors 433A, 433B, 433C, 433D, 433E, 433F, 433G, 433H, and 433I is coupled to the time-sensitive network switch 450 via a data power interface. The data power interface 437 is coupled between the connector 435 and the connector 439 in a one-to-one relationship. Specifically, in Figure 4 this, the connector 435A is coupled to the connector 439A via the data power interface 437A, the connector 435B is coupled to the connector 439B via the data power interface 437B, the connector 435C is coupled to the connector 439C via the data power interface 437C, the connector 435D is coupled to the connector 439D via the data power interface 437D, the connector 435E is coupled to the connector 439E via the data power interface 437E, the connector 435F is coupled to the connector 439F via the data power interface 437F, the connector 435G is coupled to the connector 439G via the data power interface 437G, the connector 435H is coupled to the connector 439H via the data power interface 437H, and the connector 435I is coupled to the connector 439I via the data power interface 437I.

[0048] Figure 5A An example data power interface 537 according to aspects of the present disclosure is illustrated. Figure 5AIllustrated are an example connector 539 as an example of a connector that may be included in a time-sensitive network switch and an example connector 535 that may be coupled to a sensor. For example, connector 539 may be used as connector 339A, 339B, 339C, 339D, 339E, 339F, 339G, 339H, 339I, 439A, 439B, 439C, 439D, 439E, 439F, 439G, 439H, or 439I, and connector 535 may be used as connector 335A, 335B, 335C, 335D, 335E, 335F, 335G, 335H, 335I, 435A, 435B, 435C, 435D, 435E, 435F, 435G, 435H, or 435I. Connector 539 includes a connector body 547. The connector body 547 may be plastic and accommodate conductors 549A - 549J. Connector 535 includes a connector body 548. The connector body 548 may be plastic and accommodate conductors 549A - 549J. In the illustrated embodiment, data power interface 537 includes ten conductors that may be coupled to pins of connectors 535 and 539. In other embodiments, additional conductors may be included in data power interface 537. In some embodiments, connectors 535 and 539 may have the same size or material. In some embodiments, connectors 535 and 539 may have different sizes or materials. Each of connectors 535 and 539 may have a male end and a female end that are coupled together to be inserted into a time-sensitive network switch and a sensor, respectively. When data power interface 537 is unplugged from both the sensor and the time-sensitive network switch, an electrical harness including the two connectors may be considered to be coupled together by an insulated wire and an insulation cover for collecting and protecting the insulated wire.

[0049] Figure 5B Illustrated are ten conductors including communication conductors 551 - 554 and power conductors 555 - 560. For example, conductors 551 - 560 may include aluminum or copper. In some embodiments, conductors 551 - 560 may be used as an example of conductors 549A - 549J of data power interface 537. For example, first data conductor 551 and second data conductor 552 provide a high-speed vehicle communication link 561 between time-sensitive network switch 450 and each sensor. In one embodiment, for example, high-speed vehicle communication link 561 is a 100 Mb / s connection. In one embodiment, high-speed vehicle communication link 561 is a one gigabit per second (Gb / s) connection. First data conductor 551 and second data conductor 552 may be configured in a twisted pair arrangement, a coaxial configuration, or other configurations. Figure 5BIt is also shown that the data power interface 537 may include a second high-speed vehicle communication link 562, which includes a third data conductor 553 and a fourth data conductor 554. For example, the high-speed vehicle communication link 562 may be a 100 Mb / s or 1 Gb / s connection. In some embodiments, the illustrated data conductors may be replaced with optical fibers to facilitate the high-speed vehicle communication link.

[0050] In one embodiment, the first high-speed vehicle communication link 561 is a 1 Gb / s Ethernet connection, and the second high-speed vehicle communication link 562 is a lower-speed connection (e.g., 500 Mb / s). The second high-speed vehicle communication link 562 may be a Controller Area Network (CAN) link. In some embodiments, the (multiple) sensors connected to the time-sensitive network switch via the data power interface 537 report sensor data to the time-sensitive network switch via the faster Ethernet connection of the first high-speed vehicle communication link 561 and receive control data via the second high-speed vehicle communication link 562. As an example, some sensors are steerable in that they are capable of imaging different fields of view. In these examples, the sensor may physically move to image different fields of view of the vehicle's external environment, or the sensor may adjust its beamforming algorithm to direct the imaging beam at different angles relative to the sensor (e.g., an infrared beam or a RADAR beam). In these cases, the steerable sensor may receive a control data signal via the second high-speed vehicle communication link 562 that indicates which field of view the sensor is to image while the sensor is providing sensor data to the time-sensitive network switch 450 via the first high-speed vehicle communication link 561.

[0051] Utilize Figure 5BSome or all of the power conductors 555 - 560 carry an elevated voltage above 30 VDC to the sensors 433. In an embodiment, the elevated voltage is between 40 - 50 VDC. In an embodiment, power conductors 555 and 556 are configured as positive conductors, power conductor 557 is configured as a ground conductor, and power conductors 558 - 560 are configured as ground shield conductors. In some embodiments, there are only four power conductors. The power conductors 555 - 560 can deliver 100 watts or more to each sensor while having a wire diameter less than 0.644 mm, which corresponds to 22 American Wire Gauge (AWG) wire. In an embodiment, the power conductors can have a wire diameter less than 0.405 mm, which corresponds to 26 AWG. In another embodiment, the power conductors are 28 AWG or smaller. In an embodiment, the power conductors include two positive power conductors and two negative power conductors, which are 28 AWG and provide a combined 3.0 amps (1.5 amps per conductor) at a specific voltage between 40 and 50 VDC to deliver more than 100 watts to each sensor through the data power interface 537.

[0052] The power conductors in the data power interface 537 can have the same wire gauge as the first data conductor 551 and the second data conductor 552. The first data conductor 551 and the second data conductor 552 can have a diameter corresponding to 22, 26, or 28 AWG. In some embodiments, the first data conductor 551 and the second data conductor 552 have a wire diameter less than 28 AWG. The third data conductor 553 and the fourth data conductor 554 can also have the same wire gauge as the first data conductor 551 and the second data conductor 552. By assigning the same smaller wire gauge to the power conductors, the data conductors allow for an expanded potential routing path for the data power interface 537 and thus make the installation of the sensors more efficient and / or provide a wider range of available sensor placements. For example, small diameter wire can allow for a sharper bend radius in the routing path of the data power interface without causing the wire to break or become prone to breaking. To facilitate a smaller diameter wire for the power conductors while still delivering 100 watts or more of power to the sensors, the number of power conductors may have to be four or more (e.g., two positive conductors and two negative / ground conductors). In embodiments utilizing a larger diameter wire, more power can be delivered with the larger diameter wire. In some embodiments, using a larger diameter wire for the power conductors allows for only two power conductors, which can be more cost - effective.

[0053] Referring again to Figure 4 , in connection with Figure 2When compared to the conventional configuration, by reducing the required connectors to one connector while reducing potential failure points, combining the power conductors and the high-speed vehicle communication link into the data power interface 437 reduces the physical footprint of the sensors 433A - 433I. Reducing the footprint of the sensors 433A - 433I allows for more possibilities for placing sensors in the autonomous vehicle 400. For example, it would be desirable to place a larger RADAR or LIDAR sensor near the wheel well of the autonomous vehicle 400, but not too far beyond the factory profile of the autonomous vehicle 400. Reducing the sensor size by reducing the required connectors allows for larger sensors to more closely conform to the sheet metal profile of the autonomous vehicle 400. Thus, for example, the placement of larger sensors (such as sensors 433B, 433C, 433F, 433G) is more easily achievable. Sensor placement is particularly important in the autonomous vehicle design in order to image the external environment of the vehicle from advantageous positions. Thus, having access to more sensor placement areas can allow for a reduction in the number of sensors in the autonomous vehicle 400 while still being able to correctly image the external environment of the autonomous vehicle 400.

[0054] Referring again to Figure 3 , the time-sensitive network switch 350 is configured to receive sensor data from any one of the sensors in the sensor array, which is coupled to the time-sensitive network switch 350 via the data power interface 337. In the illustrated embodiment, the time-sensitive network switch 350 is also configured to receive elevated voltage from the power distribution module 370. The time-sensitive network switch 350 may include an electrical regulator 353 that adjusts the current or voltage provided to the sensor array on a per-sensor basis. In some embodiments, the electrical regulator 353 may be configured to power cycle individual sensors. The electrical regulator 353 may include transistors that control the current and / or voltage provided to each data power interface 337. For example, if a sensor is providing an unusual data pattern, the electrical regulator 353 can be utilized to power cycle the sensor to reset it. If a sensor consumes too much power or exhibits faulty behavior, the electrical regulator 353 can adjust the power provided to the sensor. Thus, combining the data and power for the sensors in the data power interface 337 connected to the time-sensitive network switch 350 provides yet another advantage of being able to adjust the current and / or voltage provided to the sensors having the time-sensitive network switch 350 when appropriate.

[0055] When the sensor provides sensor data to the time-sensitive network switch 350, the time-sensitive network switch 350 can provide the sensor data to the main processing logic 305 through the high-speed data interface 307. In some embodiments, the time-sensitive network switch 350 prioritizes (e.g., in a timely manner) transmitting the sensor data received from a particular sensor to the main processing logic 305 through the high-speed data interface 307. The main processing logic 305 can be a processing board that includes multiple multi-core processors and multiple memory devices. The processing board can also include a communication interface and be coupled to a heat sink or cooled by a fan system. The main processing logic 305 can process the sensor data received from the time-sensitive network switch 350 to identify or classify dynamic or static objects (e.g., buildings, obstacles, people, animals, other vehicles), obstacles, signs in the external environment of the autonomous vehicle and operate the vehicle at least in part based on the identification or classification. In some embodiments, the main processing logic 305 is capable of processing images or cloud points obtained from the sensors to identify or classify objects. In some embodiments, in addition to processing the sensor data received from the time-sensitive network switch 350 to determine operation instructions for operating the autonomous vehicle, the main processing logic 305 also accesses the map data 303. The map data 303 can be collected by vehicles other than the vehicle that is collecting the sensor data. The map data 303 can include the locations of static objects (e.g., buildings, obstacles, streets) in the external environment of the autonomous vehicle and other information about the external environment of the autonomous vehicle, such as GPS coordinates or other relevant coordinates. The map data 303 can be provided to the main processing logic 305 from the network 390 through the interface 301. In some embodiments, the interface 301 is a wireless protocol, such as the IEEE802.11 protocol or a cellular data protocol (e.g., 3G, 4G, LTE, 5G). The map data 303 can be updated by multiple vehicles and periodically updated by the main processing logic 305 by downloading the updated map data from the network 390.

[0056] In the illustrated embodiment, the main processing logic 305 can determine operation instructions at least in part based on the received sensor data. The main processing logic 305 can then send the operation instructions to the control system 310 through the high-speed data interface 307, the time-sensitive network switch 350, and the control interface 317. The control interface 317 is communicatively coupled between the time-sensitive network switch 350 and the control system 310. The control interface 317 can be one or more 10 Gb / s connections. The control system 310 includes a direction control 312, a powertrain control 314, and a brake control 316, which can be associated with Figure 1CThe direction control 112, the powertrain control 114, and the brake control 116 illustrated therein are similarly configured. Thus, operation instructions can be generated based on the map data 303 and the sensor data received from the time-sensitive network switch 350. Once the main processing logic 305 generates the operation instructions, the operation instructions can be sent to the control system 310 through the time-sensitive network switch 350.

[0057] In the present disclosure, the term "processing logic" (e.g., the main processing logic 305 or the processing logic 122) may include one or more processors, microprocessors, multi-core processors, and / or field-programmable gate arrays (FPGAs) to perform the operations disclosed herein. In some embodiments, a memory (not illustrated) is integrated into the processing logic to store instructions for performing the operations and / or to store data. The processing logic may include analog or digital circuitry to perform the operations disclosed herein.

[0058] The network 170 and / or 390 may include any network or network system, such as, but not limited to, the following: a peer-to-peer network; a local area network (LAN); a wide area network (WAN); a public network (such as the Internet); a private network; a cellular network; a wireless network; a wired network; a wireless and wired combined network; and a satellite network.

[0059] The processes explained above are described in terms of computer software and hardware. The described techniques may constitute machine-executable instructions embodied in a tangible or non-transitory machine (e.g., a computer) readable storage medium, which, when executed by the machine, will cause the machine to perform the described operations. Additionally, these processes may be embodied in hardware (such as, an application specific integrated circuit ("ASIC") or other hardware).

[0060] A tangible non-transitory machine readable storage medium includes a mechanism that provides (i.e., stores) information in a form accessible by a machine (e.g., a computer, a network device, a personal digital assistant, a manufacturing tool, any device having a set of one or more processors). For example, a machine readable storage medium includes recordable / non-recordable media (e.g., read only memory (ROM), random access memory (RAM), magnetic disk storage media, optical storage media, flash devices).

[0061] The above description of the illustrated embodiments of the present invention (including the content described in the abstract) is not intended to exhaustively represent the exact form disclosed or to limit the present invention to the exact form disclosed. Although specific embodiments and examples of the present invention are described herein for illustrative purposes, various modifications can be made within the scope of the present invention, as will be recognized by those skilled in the relevant art.

[0062] These modifications to the present invention can be made in view of the foregoing detailed description. The terms used in the following claims should not be construed as limiting the present invention to the specific embodiments disclosed in the specification. Instead, the scope of the present invention will be determined entirely by the following claims, which will be interpreted in accordance with established principles of claim interpretation.

Claims

1. A system for an autonomous vehicle, the system comprising: A sensor array configured to capture one or more objects in the external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects; A time-sensitive network switch configured to receive the sensor data, wherein the time-sensitive network switch is configured to receive a raised voltage; And A data power interface that individually couples at least two of the sensors in the array to the time-sensitive network switch, wherein the time-sensitive network switch includes a separate connector for the data power interface, and wherein the data power interface includes: A power conductor for supplying the raised voltage from the time-sensitive network switch to the sensors in the array to power the sensors, and A first data conductor and a second data conductor configured to provide a high-speed vehicle communication link between the time-sensitive network switch and the sensors, Wherein the raised voltage is between 40 VDC and 50 VDC.

2. The system according to claim 1, wherein The power conductor is configured to supply at least 100 watts to at least two of the sensors, and wherein the power conductor includes at least four conductors having a wire diameter of less than 0.644 mm.

3. The system according to claim 1, wherein The power conductor has a wire diameter of less than 0.405 mm.

4. The system according to claim 1, wherein The power conductor has the same wire gauge as the first data conductor and the second data conductor.

5. The system according to claim 1, wherein, The sensors in the sensor array include at least one of a LIDAR sensor, a camera, or a RADAR sensor.

6. The system according to claim 1, wherein The data power interface includes a third data conductor and a fourth data conductor for providing a second high-speed vehicle communication link between the time-sensitive network switch and at least two of the sensors.

7. The system according to claim 1, wherein At least one of the sensors in the sensor array is connected to the data power interface through a single connector of the sensor.

8. The system according to claim 1, the system further comprising: A control system configured to autonomously navigate the autonomous vehicle at least in part based on the sensor data.

9. The system according to claim 8, the system further comprising: A power distribution module coupled to the time-sensitive network switch to provide the raised voltage to the time-sensitive network switch, wherein the power distribution module converts the vehicle battery voltage to the raised voltage.

10. The system according to claim 9, wherein, The time-sensitive network switch includes an electrical regulator that regulates the current supplied to the sensor array on a per-sensor basis, the current being provided by the power conductor of the data power interface.

11. An autonomous vehicle comprising the system according to any one of claims 1 to 10.

12. A sensor electrical harness for an autonomous vehicle, the sensor electrical harness comprising: A first connector configured to connect to a time-sensitive network switch; A second connector configured to connect to a sensor of the autonomous vehicle, wherein the sensor is configured to capture one or more objects in an external environment of the autonomous vehicle and generate sensor data based on the one or more captured objects; A power conductor configured to supply an elevated voltage to the sensor, wherein the power conductor is coupled between the first connector and the second connector, and wherein the elevated voltage is between 40 VDC and 50 VDC; and A high-speed vehicle communication link configured to transmit the sensor data generated by the sensor to the time-sensitive network switch, wherein the high-speed vehicle communication link is coupled between the first connector and the second connector.

13. The sensor electrical harness according to claim 12, wherein, The power conductor includes a first power conductor, a second power conductor, a third power conductor, and a fourth power conductor, and wherein the power conductor is configured to supply at least 100 watts to the sensor and has a wire diameter less than 0.644 mm.

14. The sensor electrical harness according to claim 12 or 13, wherein, The power conductor has the same wire gauge as a first data conductor and a second data conductor included in the high-speed vehicle communication link.

15. A system for an autonomous vehicle, the system comprising: A plurality of sensors configured to generate sensor data; A power source that uses an elevated voltage to supply power; A time-sensitive network switch configured to receive (i) the sensor data from the plurality of sensors and (ii) the elevated voltage from the power source; A sensor interface that individually couples a first sensor and a second sensor among the plurality of sensors to the time-sensitive network switch, wherein the sensor interface is configured to transfer the elevated voltage and the sensor data between the time-sensitive network switch and the sensor; and A power distribution module coupled to the time-sensitive network switch to supply the elevated voltage to the time-sensitive network switch, wherein the power distribution module converts a vehicle battery voltage to the elevated voltage to supply the elevated voltage to the time-sensitive network switch to power the plurality of sensors, wherein the elevated voltage is between 40 VDC and 50 VDC.

16. The system according to claim 15, wherein, The sensor interface includes a power conductor that transfers power corresponding to the elevated voltage, wherein the power conductor is configured to transfer at least 100 watts to the first sensor and the second sensor among the plurality of sensors.

17. The system according to claim 15, wherein, The sensor interface includes a power conductor that transfers power corresponding to the elevated voltage, and wherein the power conductor has a wire diameter between 26 AWG and 28 AWG.

18. The system according to claim 15, wherein, The sensor interface includes a power conductor that conveys power corresponding to the elevated voltage, and wherein the power conductor has a wire gauge between 22 AWG and 26 AWG.

19. The system according to claim 15, wherein The sensor interface includes a power conductor that provides the elevated voltage, and wherein the power conductor has the same wire gauge as a first data conductor and a second data conductor of the sensor interface.

20. The system according to claim 15, wherein, At least one of the sensors among the plurality of sensors is connected to the sensor interface via a single connector of the sensor.

21. The system according to claim 15, wherein, The time-sensitive network switch includes an electrical regulator that regulates, on a sensor-by-sensor basis, the current supplied to the plurality of sensors, the current flowing through the power conductor of the sensor interface.

22. An autonomous vehicle, the autonomous vehicle including the system according to any one of claims 15 to 21.

23. The autonomous vehicle according to claim 22, the autonomous vehicle further comprising: A control system configured to autonomously navigate the autonomous vehicle based at least in part on the sensor data.

24. A sensor electrical harness for an autonomous vehicle, the sensor electrical harness comprising: A first connector coupled to a time-sensitive network switch; A second connector coupled to a sensor of the autonomous vehicle, wherein the sensor is configured to generate sensor data; A power conductor configured to convey an elevated voltage to the sensor, wherein the power conductor is coupled between the first connector and the second connector; and A data conductor configured to transmit the sensor data generated by the sensor to the time-sensitive network switch, wherein the elevated voltage is between 40 VDC and 50 VDC.

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