A central integrated control system and method for commercial vehicles

Abstract

A central integrated control system and method for commercial vehicles, belonging to the field of intelligent driving, includes a signal processing unit, which receives automatic control request signals sent by all automatic driving control units and unifies the interface formats of all automatic control request signals; a control arbitration unit, which receives manual control request signals sent by the driver and vehicle-related fault detection information, and analyzes and obtains control priority; when the automatic control priority is higher, all execution units of the vehicle are controlled according to the automatic control request signal, and when the manual control priority is higher, all execution units of the vehicle are controlled according to the manual control request signal. The present application can connect to different automatic driving systems, unify the interface format of the automatic control request signal in advance, thereby facilitating the control of each execution unit of the vehicle, and can also adjust the flexible control mode according to the automatic control request signal, the manual control request signal, and the vehicle-related fault detection information.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving, and specifically to a central integrated control system and method for commercial vehicles. Background Art

[0002] With the continuous development of intelligent driving technology, current autonomous driving has gradually crossed over from L2 and below assisted driving systems to L3 and above autonomous driving systems. Especially in the field of commercial vehicles, many companies / modification factories whose main business is the development of autonomous driving systems have emerged. They purchase mature chassis from original equipment manufacturers (OEMs) for matching, application and sales of their own autonomous driving systems.

[0003] However, the control interfaces and control logics of the autonomous driving systems of various autonomous driving companies are not the same. In particular, the autonomous driving system itself needs to interact with the controllers of various execution units of the vehicle. Each execution unit includes a vehicle control unit, a service brake control unit, a steering control unit, a shift control unit, a body control unit, an electronic parking unit, a human-computer interaction unit, etc. For this reason, OEMs need to frequently develop multiple vehicle systems for different autonomous driving systems, which consumes a lot of time and cost, and results in a low degree of commonality among the systems of the vehicle chassis, and the corresponding procurement and management costs continue to rise. Summary of the invention

[0004] The present application provides a central integrated control system and method for commercial vehicles, which can solve the technical problem in the prior art that the entire vehicle chassis cannot be adapted to different autonomous driving systems.

[0005] In a first aspect, an embodiment of the present application provides a central integrated control system for a commercial vehicle, the central integrated control system comprising:

[0006] a signal processing unit, which is used to receive automatic control request signals sent by all automatic driving control units and unify the interface formats of all automatic control request signals, wherein the interface format includes request type, accuracy, message period, and boundary value;

[0007] A control arbitration unit is used to receive a manual control request signal sent by a driver, and vehicle-related fault detection information, and analyze the automatic control request signal, the manual control request signal, and the vehicle-related fault detection information to obtain a control mode priority, and control the vehicle according to the control mode with the highest priority; when the automatic control priority is higher than the manual control priority, all execution units of the vehicle are controlled according to the automatic control request signal, and when the manual control priority is higher than the automatic control priority, all execution units of the vehicle are controlled according to the manual control request signal.

[0008] In combination with the first aspect, in one implementation, the control arbitration unit determines whether the fault time is less than a preset threshold according to the relevant fault detection information of the whole vehicle, and when the judgment result is yes, maintains the current control priority and continues to execute the corresponding control request signal, and when the judgment result is no, performs a safety operation;

[0009] The safety operations include setting the manual control priority to the highest for autonomous driving control units of level L2 and below, and controlling the human-computer interaction page to display all the driver's operations; and, for autonomous driving control units of level L3 and above, setting the control priority of the vehicle's redundant control system to the highest, and using the vehicle's redundant control system to drive the vehicle to a safe area.

[0010] In combination with the first aspect, in one implementation, the central integrated control system further includes:

[0011] A fault management unit, which is used to perform fault detection and obtain relevant fault detection information of the whole vehicle;

[0012] The vehicle-related fault detection information includes first fault information of the automatic driving control unit, second fault information of the central integrated control system, third fault information of all execution units of the vehicle, and fourth fault information of the communication status between all the units.

[0013] In combination with the first aspect, in one implementation, the control arbitration unit has a built-in control state management state machine, which is used to switch the control priority according to the automatic control request signal, the manual control request signal, and vehicle-related fault detection information.

[0014] In combination with the first aspect, in one implementation, each operating state of the control state management state machine is represented as:

[0015] The automatic driving available state indicates that the automatic control mode is currently available;

[0016] The automatic driving waiting state means that the vehicle is currently in automatic control mode and has not received an automatic control request signal;

[0017] The automatic driving execution state indicates that the vehicle is currently in automatic control mode and has received an automatic control request signal;

[0018] The automatic driving override state indicates that the system is currently in manual control mode and has received both the automatic control request signal and the manual control request signal;

[0019] The automatic driving unavailable state indicates that the automatic control mode is currently unavailable.

[0020] In combination with the first aspect, in one implementation, the automatic control request signal and the manual control request signal both include a steering control signal, a braking control signal, and a driving control signal;

[0021] The steering control signal is used to control the steering of the vehicle, the braking control signal is used to control the braking of the vehicle, and the driving control signal is used to control the driving of the vehicle;

[0022] The steering brake signal in the manual control request signal is acquired by the driver intervening in the steering wheel;

[0023] The brake control signal in the manual control request signal is acquired by the driver intervening on the brake pedal and the emergency stop switch;

[0024] The driving control signal in the manual control request signal is acquired by the driver intervening on the accelerator pedal.

[0025] In combination with the first aspect, in one implementation, the control arbitration unit includes:

[0026] A steering control arbitration module, which is used to set the automatic control priority to the highest when only the automatic control request signal is received; and is also used to set the control mode with the largest steering amplitude to the highest priority according to the steering amplitudes contained in the two control request signals when both the automatic control request signal and the manual control request signal are received at the same time;

[0027] A brake control arbitration module, which is used to set the automatic control priority to the highest when only the automatic control request signal is received; and is also used to set the control mode with the largest target deceleration to the highest priority according to the target decelerations contained in the two control request signals when the automatic control request signal and the manual control request signal are received at the same time, and the manual control request signal is the driver intervening with the brake pedal; and is also used to set the manual control priority to the highest when the automatic control request signal and the manual control request signal are received at the same time, and the manual control request signal is the driver intervening with the emergency stop switch;

[0028] A drive control arbitration module is used to set the automatic control priority to the highest when only the automatic control request signal is received; and is also used to set the control mode with the largest target acceleration to the highest priority according to the target accelerations contained in the two control request signals when both the automatic control request signal and the manual control request signal are received at the same time.

[0029] In combination with the first aspect, in one implementation, the central integrated control system is connected to all execution units of the vehicle via a CAN network;

[0030] The central integrated control system is connected with the emergency stop switch.

[0031] In a first aspect, an embodiment of the present application provides a central integrated control method for a commercial vehicle, based on the central integrated control system for a commercial vehicle; the central integrated control method includes:

[0032] Receive manual control request signals sent by the driver and relevant vehicle fault detection information;

[0033] Unify the interface formats of all automatic control request signals sent by all automatic driving control units, including request type, precision, message period, and boundary value;

[0034] An analysis is performed based on the automatic control request signal, the manual control request signal, and relevant fault detection information of the whole vehicle to obtain a control mode priority, and the whole vehicle is controlled according to the control mode with the highest priority; when the automatic control priority is higher than the manual control priority, all execution units of the whole vehicle are controlled according to the automatic control request signal, and when the manual control priority is higher than the automatic control priority, all execution units of the whole vehicle are controlled according to the manual control request signal.

[0035] In conjunction with the second aspect, in one implementation, the central integrated control method further includes:

[0036] When only the automatic control request signal is received, the automatic control priority is set to the highest; when both the automatic control request signal and the manual control request signal are received, the control mode with the largest steering amplitude is set to the highest priority according to the steering amplitudes contained in the two control request signals;

[0037] When only the automatic control request signal is received, the automatic control priority is set to the highest; when both the automatic control request signal and the manual control request signal are received, and the manual control request signal is the driver intervening with the brake pedal, according to the target decelerations contained in the two control request signals, the control mode with the smallest target deceleration is set to the highest priority; when both the automatic control request signal and the manual control request signal are received, and the manual control request signal is the driver intervening with the emergency stop switch, the manual control priority is set to the highest priority;

[0038] When only the automatic control request signal is received, the automatic control priority is set to the highest; when the automatic control request signal and the manual control request signal are received at the same time, the control mode with the largest target acceleration is set to the highest priority according to the target accelerations contained in the two control request signals.

[0039] The beneficial effects brought by the technical solution provided by the embodiment of the present application include at least:

[0040] By connecting various automatic driving control units through the signal processing unit, the connection between each automatic timing control unit and each execution unit of the whole vehicle is simplified. The signal processing unit unifies the interface format of the automatic control request signal in advance and then sends the automatic control request signal to each execution unit. This avoids the multi-segment CAN communication method between each automatic driving control unit and each execution unit of the whole vehicle, simplifies the communication matrix, reduces the risks of the automatic driving control system during the development process and in the whole vehicle application process, and is also conducive to the troubleshooting of automatic driving related problems.

[0041] The logical judgment and selection of automatic control mode and manual control mode are realized by the control arbitration unit. Each execution unit of the vehicle only serves as an execution unit. The development / design of each automatic driving control unit can be more universal, saving costs and reducing development / calibration time. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a schematic diagram of the functional modules of an embodiment of a central integrated control system for commercial vehicles of the present application. DETAILED DESCRIPTION

[0043] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0044] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first" and "second" and other descriptions are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first" and "second" to different types.

[0045] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0046] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0047] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0048] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0049] In a first aspect, an embodiment of the present application provides a central integrated control system for a commercial vehicle.

[0050] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of a central integrated control system for commercial vehicles of this application. Figure 1 As shown, the central integrated control system for commercial vehicles includes:

[0051] The signal processing unit 1 is used to receive the automatic control request signals sent by all automatic driving control units and unify the interface formats of all automatic control request signals, wherein the interface format includes the request type, accuracy, message period, and boundary value.

[0052] The control arbitration unit 2 is used to receive the manual control request signal sent by the driver and the relevant fault detection information of the whole vehicle, and analyze the automatic control request signal, the manual control request signal and the relevant fault detection information of the whole vehicle to obtain the control mode priority, and control the whole vehicle according to the control mode with the highest priority. When the automatic control priority is higher than the manual control priority, all the execution units of the whole vehicle are controlled according to the automatic control request signal, and when the manual control priority is higher than the automatic control priority, all the execution units of the whole vehicle are controlled according to the manual control request signal.

[0053] In this embodiment, the signal processing unit 1 receives control requests from various autonomous driving control units. The signal processing unit 1 can process and convert the automatic control request signals of the autonomous driving control units of different autonomous driving companies, and output a unified interface (including request type, accuracy, message cycle, boundary value) to each execution unit of the whole vehicle, so as to achieve the commonality between different autonomous driving companies and the steering, braking, driving and other execution units inside the whole vehicle.

[0054] By connecting various automatic driving control units through the signal processing unit 1, the connection between various automatic timing control units and various execution units of the whole vehicle is simplified. After the signal processing unit 1 unifies the interface format of the automatic control request signal in advance, the automatic control request signal is sent to each execution unit, thereby avoiding the multi-segment CAN communication method between each automatic driving control unit and each execution unit of the whole vehicle, simplifying the communication matrix, reducing the risks of the automatic driving control system during the development process and in the whole vehicle application process, and is also conducive to the troubleshooting of automatic driving related problems.

[0055] The logical judgment and selection of automatic control mode and manual control mode are realized by the control arbitration unit 2. Each execution unit of the vehicle only serves as an execution unit. The development / design of each automatic driving control unit can be more universal, saving costs and reducing development / calibration time.

[0056] In a specific embodiment, the various execution units of the vehicle include a vehicle control unit, a service brake control unit, a steering control unit, a shift control unit, a body control unit, an electronic parking unit, and a human-computer interaction interface.

[0057] Furthermore, in one embodiment, the control arbitration unit 2 determines whether the fault time is less than a preset threshold based on the vehicle-related fault detection information, and when the judgment result is yes, maintains the current control priority and continues to execute the corresponding control request signal, and when the judgment result is no, performs a safety operation.

[0058] The above safety operations include setting the manual control priority to the highest for L2 and below autonomous driving control units, and controlling the human-machine interaction page to display all the driver's operations. Also, for L3 and above autonomous driving control units, setting the control priority of the vehicle redundant control system to the highest, and using the vehicle redundant control system to drive the vehicle to a safe area.

[0059] The above-mentioned central integrated control system also includes a fault management unit 3, which is used to perform fault detection and obtain the above-mentioned vehicle-related fault detection information.

[0060] The above-mentioned vehicle-related fault detection information includes the first fault information of the automatic driving control unit, the second fault information of the above-mentioned central integrated control system, the third fault information of all execution units of the whole vehicle, and the fourth fault information of the communication status between all the above-mentioned units.

[0061] In this embodiment, the fault management unit 3 is responsible for the diagnosis, processing, and alarm of the faults related to the whole vehicle's automatic driving. The fault management unit 3 constantly monitors the faults of the automatic driving control unit, the central integrated control system, and the various execution units of the whole vehicle. When the functional status of the above units is abnormal, it is judged that they have a fault. If the fault time is within the acceptable safety time threshold, the current control mode is maintained and the previous normal request is continued to be executed. If the fault time exceeds the acceptable safety time threshold, a safe operation is performed: for L2 and below automatic driving systems, the automatic driving mode is directly exited, and the human-computer interaction interface is requested to display the automatic driving exit status for the driver to take over. For L3 and above automatic driving systems, switch to the redundant control system to perform operations such as pulling over or driving to a safe area.

[0062] The fault management unit 3 constantly monitors the communication status between the automatic driving control unit and the central integrated control system, between the various units within the central integrated control system, and between the central integrated control system and the various execution units of the vehicle. When the above communication status is abnormal, it is judged that a fault has occurred. If the fault time is within the acceptable safety time threshold, the current control mode is maintained and the previous normal request is continued to be executed. If the fault time exceeds the acceptable safety time threshold, a safe operation is performed: for L2 and below automatic driving systems, the automatic driving mode is directly exited, and the human-computer interaction interface is requested to display the automatic driving exit status and the driver takes over. For L3 and above automatic driving systems, switch to the redundant control system to perform operations such as pulling over or driving to a safe area.

[0063] Furthermore, in one embodiment, the control arbitration unit 2 has a built-in control state management state machine, which is used to switch the control priority according to the automatic control request signal, the manual control request signal, and vehicle-related fault detection information.

[0064] Each operating state of the above control state management state machine is expressed as:

[0065] The automatic driving available state indicates that the automatic control mode is currently available.

[0066] The automatic driving waiting state means that it is currently in automatic control mode and no automatic control request signal has been received.

[0067] The automatic driving execution status indicates that the vehicle is currently in automatic control mode and has received an automatic control request signal.

[0068] The automatic driving override state means that the vehicle is currently in manual control mode and has received both the automatic control request signal and the manual control request signal.

[0069] The automatic driving unavailable state indicates that the automatic control mode is currently unavailable.

[0070] In this embodiment, the control state management state machine serves as the vehicle's autonomous driving state machine, receives relevant signals from the autonomous driving control unit, driver input, and each execution unit of the vehicle, as well as the central integrated control system's own fault diagnosis, and comprehensively manages the vehicle's autonomous driving state.

[0071] Furthermore, in one embodiment, the automatic control request signal and the manual control request signal both include a steering control signal, a braking control signal, and a driving control signal.

[0072] The steering control signal is used to control the steering of the vehicle, the braking control signal is used to control the braking of the vehicle, and the driving control signal is used to control the driving of the vehicle.

[0073] The steering brake signal in the above manual control request signal is acquired by the driver intervening in the steering wheel.

[0074] The brake control signal in the manual control request signal is acquired by the driver intervening on the brake pedal and the emergency stop switch.

[0075] The driving control signal in the manual control request signal is acquired by the driver intervening on the accelerator pedal.

[0076] The control arbitration unit 2 comprises:

[0077] The steering control arbitration module 21 is used to set the automatic control priority to the highest when only the automatic control request signal is received. It is also used to set the control mode with the largest steering amplitude to the highest priority according to the steering amplitudes contained in the above two control request signals when both the automatic control request signal and the manual control request signal are received.

[0078] The brake control arbitration module 22 is used to set the automatic control priority to the highest when only the automatic control request signal is received. It is also used to set the control mode with the smallest target deceleration to the highest priority according to the target deceleration contained in the above two control request signals when the automatic control request signal and the manual control request signal are received at the same time, and the manual control request signal is the driver intervening with the brake pedal. It is also used to set the manual control priority to the highest when the automatic control request signal and the manual control request signal are received at the same time, and the manual control request signal is the driver intervening with the emergency stop switch.

[0079] The drive control arbitration module 23 is used to set the automatic control priority to the highest when only the automatic control request signal is received. It is also used to set the control mode with the largest target acceleration to the highest priority according to the target accelerations contained in the above two control request signals when both the automatic control request signal and the manual control request signal are received at the same time.

[0080] In this embodiment, the control arbitration unit 2 comprehensively determines and arbitrates the control priority according to the automatic control request signal from the automatic driving control unit and the manual control request signal from the driver (the corresponding intervention request is output by the steering wheel, brake pedal, accelerator pedal, and emergency stop switch, etc.), and finally sends the arbitrated control instructions to the steering, braking, and driving execution units of the vehicle. Specifically, it includes steering control and arbitration logic, braking control and arbitration logic, and driving control and arbitration logic.

[0081] When the steering control and arbitration logic are normal, the signal processing unit 1 performs unified interface format processing on the automatic control request signal (for example, the steering angle / steering torque control instruction), and then the control arbitration unit 2 sends the steering angle / steering torque request to the steering control unit.

[0082] When the control arbitration unit 2 detects that the driver's intervention in the steering wheel exceeds a certain threshold, the control arbitration unit 2 stops sending the automatic control request signal, and sets the vehicle's automatic driving control state to the automatic driving override mode - steering override through the control state management state machine. At this time, the steering control unit only performs steering according to the driver's steering operation.

[0083] When the braking control and arbitration logic are normal, the signal processing unit 1 performs unified interface format processing on the automatic control request signal (for example, the braking deceleration control instruction), and then the control arbitration unit 2 sends the braking deceleration to the service brake control unit.

[0084] When the control arbitration unit 2 detects that the driver has stepped on the brake pedal, the control arbitration unit 2 sets the priority of the control method corresponding to the control signal with the largest target deceleration to the highest level according to the target decelerations contained in the two control request signals, and executes the maximum target deceleration or the minimum target speed.

[0085] When the control arbitration unit 2 detects that the driver presses the brake switch, the control arbitration unit 2 sets the priority of the manual control mode to the highest, sets the vehicle's automatic driving control state to the automatic driving exit state through the control state management state machine, and performs an emergency stop.

[0086] When the drive control and arbitration logic are normal, the signal processing unit 1 uniformly processes the interface format of the automatic control request signal (for example, the drive torque / acceleration control instruction), and then the control arbitration unit 2 sends the drive torque / acceleration to the service brake control unit.

[0087] When the control arbitration unit 2 detects that the driver presses the accelerator pedal and the driving torque / acceleration request generated by the accelerator pedal exceeds the driving torque / acceleration request contained in the automatic control request signal, the automatic driving control state of the whole vehicle is set to the automatic driving override mode - acceleration override through the control state management state machine, and the maximum target acceleration or maximum target speed is executed.

[0088] In this embodiment, the whole vehicle's autonomous driving central integrated control includes control request processing, state management, arbitration logic, and fault management.

[0089] Through the application of the central integrated control system, it is possible to respond to the products and needs of different autonomous driving companies, and the control interfaces and control logic of the vehicle's steering, braking, driving and other execution units can be standardized and universalized. The status of each system and communication status of the vehicle can be managed in a unified manner, and safe operations can be performed as soon as a fault occurs.

[0090] Furthermore, in one embodiment, the above-mentioned central integrated control system is connected to all execution units of the whole vehicle through a CAN network.

[0091] The above-mentioned central integrated control system is connected with the emergency stop switch.

[0092] In a specific embodiment, for an autonomous driving control unit of a specific autonomous driving company, the request signals of the autonomous driving control units of different autonomous driving companies are different. For example,

[0093] Steering request: The steering request type of the autonomous driving control unit may be a steering angle request or a steering torque request. The request accuracy is also different. The message cycle may be 10ms / 20ms / 50ms. The maximum and minimum request boundaries may also be different.

[0094] Braking request: The braking request of the autonomous driving control unit is generally a deceleration, but the request accuracy varies. The message period may be 10ms / 20ms / 50ms. The maximum and minimum request boundaries may also be different.

[0095] Drive request: The drive request type of the autonomous driving control unit may be drive torque or acceleration type. The request accuracy is also different. The message period may be 10ms / 20ms / 50ms. The maximum and minimum request boundaries may also be different.

[0096] In view of the above situation, the signal processing unit 1 can perform the following conversion:

[0097] The steering angle request or steering torque request is uniformly processed as a steering angle request to the actuators of various actuator units inside the vehicle.

[0098] The acceleration torque request or acceleration request is uniformly processed as an acceleration torque request to the actuators of various execution units in the vehicle.

[0099] By taking values ​​at intervals and sending them repeatedly, the request message period of 10ms / 20ms / 50ms is uniformly processed as a 20ms period for the internal actuators of the vehicle without affecting the control performance.

[0100] Combined with the response boundary values ​​of each actuator inside the vehicle, the signal boundary values ​​sent to each actuator are standardized.

[0101] Based on the processing and conversion of the above measures, different autonomous driving companies can achieve the universality of the steering, braking, and drive control units within the vehicle.

[0102] Furthermore, the control arbitration unit 2 can realize the whole vehicle automatic driving control state management, vehicle control arbitration, and fault management.

[0103] When the control arbitration unit 2 receives status signals from the central integrated control system, various execution units inside the vehicle, etc. and all of them are normal, the control arbitration unit 2 enters the automatic driving available state.

[0104] The driver turns on the automatic driving switch, and after the automatic driving control unit requests a handshake, the control arbitration unit 2 enters the automatic driving waiting state.

[0105] After the driver activates the automatic driving function and makes relevant settings, the control arbitration unit 2 enters the automatic driving execution state and executes the control request from the control arbitration unit 2.

[0106] During the execution of automatic driving, the driver intervenes in the steering wheel for steering control. When the steering torque exceeds the set threshold (such as steering torque T = 3N.M), the control arbitration unit 2 stops sending the steering angle or steering torque instructions related to the automatic driving control unit to the steering control unit, and sets the automatic driving control state of the whole vehicle to the automatic driving override mode - steering override. At this time, the steering control unit only performs steering according to the driver's steering operation.

[0107] During the execution of automatic driving, when the driver steps on the accelerator pedal and the driving torque / acceleration request generated by the accelerator pedal exceeds the driving torque / acceleration requested by the automatic driving control unit, the control arbitration unit 2 stops sending the driving torque / acceleration command of the automatic driving control unit to the vehicle control unit, and sets the vehicle's automatic driving control state to the automatic driving override mode - acceleration override. At this time, the vehicle control unit only executes vehicle acceleration according to the driver's accelerator pedal.

[0108] During the automatic driving process, when the driver steps on the brake pedal, the control arbitration unit 2 comprehensively determines to request the maximum deceleration from the service brake control unit based on the automatic driving control unit and the brake pedal status. When the automatic driving control unit requests the braking system to decelerate, it simultaneously sends a request for drive torque / acceleration = 0 to the vehicle control unit to achieve better braking performance.

[0109] During the execution of automatic driving, when the driver presses the emergency stop switch, the control arbitration unit 2 requests the braking deceleration from the service brake control unit according to the designed emergency stop deceleration a, and simultaneously sends a request for drive torque / acceleration = 0 to the vehicle control unit to achieve better braking performance. At the same time, the vehicle automatic driving control state is set to the automatic driving exit state. In the emergency stop state, the control arbitration unit 2 requests the shift control unit to switch the gear to P or N, requests the electronic parking unit to pull up the electronic handbrake, requests the human-machine interaction interface to display the status / alarm, and requests the body control unit to turn on the double flash and other safety operations.

[0110] During the execution of the automatic driving, the control arbitration unit 2 monitors the system function status such as internal faults, receiving the automatic driving control unit, or each execution unit of the vehicle. If the fault time is within the acceptable safety period (such as: the fault state is less than 5 consecutive message cycles), it will continue to execute the previous normal request. If the fault time exceeds the set safety period (such as: the fault state exceeds 5 consecutive message cycles), it will perform a safe operation: for L2 and below automatic driving systems, directly exit the automatic driving mode, stop the control command request of each system, and request the human-computer interaction interface to display the automatic driving exit status and take over by the driver. For L3 and above automatic driving, switch to the redundant control system to perform operations such as pulling over or driving to a safe area.

[0111] During the execution of the automatic driving, the control arbitration unit 2 monitors the CAN network communication failure between the various units. If the communication failure is within an acceptable safety period (e.g., within 5 message periods), the previous normal request will continue to be executed. If the communication failure time exceeds the set safety period (e.g., the communication failure exceeds 5 message periods), the safety operation will be performed: for the automatic driving system of level L2 and below, the automatic driving mode will be directly exited, the control command request of each system will be stopped, and the HMI will be requested to display the automatic driving exit status and be taken over by the driver. For automatic driving of level L3 and above, switch to the redundant control system to perform operations such as pulling over or driving to a safe area.

[0112] In a second aspect, an embodiment of the present application further provides a central integrated control method for a commercial vehicle, comprising:

[0113] Receives manual control request signals sent by the driver and vehicle-related fault detection information.

[0114] The automatic control request signals sent by all automatic driving control units and the interface formats of all automatic control request signals are unified, and the above interface formats include request type, accuracy, message period, and boundary value.

[0115] According to the above automatic control request signal, the above manual control request signal, and the relevant fault detection information of the whole vehicle, the control mode priority is obtained, and the whole vehicle is controlled according to the control mode with the highest priority. When the automatic control priority is higher than the manual control priority, all the execution units of the whole vehicle are controlled according to the automatic control request signal; when the manual control priority is higher than the automatic control priority, all the execution units of the whole vehicle are controlled according to the manual control request signal.

[0116] Among them, the functional implementation of each module in the above-mentioned central integrated control system for commercial vehicles corresponds to the steps in the above-mentioned embodiment of the central integrated control method for commercial vehicles, and its functions and implementation processes will not be repeated here one by one.

[0117] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0118] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0119] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A central integrated control system for commercial vehicles, characterized in that: The central integrated control system comprises: a signal processing unit, which is used to receive automatic control request signals sent by all automatic driving control units and unify the interface formats of all automatic control request signals, wherein the interface format includes request type, accuracy, message period, and boundary value; A control arbitration unit, which is used to receive a manual control request signal sent by a driver and relevant fault detection information of the whole vehicle, and analyze the automatic control request signal, the manual control request signal, and the relevant fault detection information of the whole vehicle to obtain a control mode priority, and control the whole vehicle according to the control mode with the highest priority; when the automatic control priority is higher than the manual control priority, all execution units of the whole vehicle are controlled according to the automatic control request signal, and when the manual control priority is higher than the automatic control priority, all execution units of the whole vehicle are controlled according to the manual control request signal; The logical judgment and selection of automatic control mode and manual control mode are realized by the control arbitration unit, and all execution units of the vehicle only serve as execution units; The control arbitration unit determines whether the fault time is less than a preset threshold value according to the relevant fault detection information of the whole vehicle, and when the judgment result is yes, maintains the current control priority and continues to execute the corresponding control request signal, and when the judgment result is no, performs a safety operation; The safety operation includes setting the manual control priority to the highest for L2 and below autonomous driving control units, and controlling the human-machine interaction page to display all the driver's operations; and setting the control priority of the vehicle redundant control system to the highest for L3 and above autonomous driving control units, and using the vehicle redundant control system to drive the vehicle to a safe area; The central integrated control system also includes: A fault management unit, which is used to perform fault detection and obtain relevant fault detection information of the whole vehicle; The vehicle-related fault detection information includes first fault information of the automatic driving control unit, second fault information of the central integrated control system, third fault information of all execution units of the vehicle, and fourth fault information of the communication status between all the units; The control arbitration unit has a built-in control state management state machine, which is used to switch the control priority according to the automatic control request signal, the manual control request signal, and vehicle-related fault detection information.

2. The central integrated control system for commercial vehicles according to claim 1, characterized in that: Each operating state of the control state management state machine is represented as follows: The automatic driving available state indicates that the automatic control mode is currently available; The automatic driving waiting state means that the vehicle is currently in automatic control mode and has not received an automatic control request signal; The automatic driving execution state indicates that the vehicle is currently in automatic control mode and has received an automatic control request signal; The automatic driving override state indicates that the system is currently in manual control mode and has received both the automatic control request signal and the manual control request signal; The automatic driving unavailable state indicates that the automatic control mode is currently unavailable.

3. The central integrated control system for commercial vehicles according to claim 1, characterized in that: The automatic control request signal and the manual control request signal both include a steering control signal, a braking control signal, and a driving control signal; The steering control signal is used to control the steering of the vehicle, the braking control signal is used to control the braking of the vehicle, and the driving control signal is used to control the driving of the vehicle; The steering brake signal in the manual control request signal is acquired by the driver intervening in the steering wheel; The brake control signal in the manual control request signal is acquired by the driver intervening on the brake pedal and the emergency stop switch; The driving control signal in the manual control request signal is acquired by the driver intervening on the accelerator pedal.

4. The central integrated control system for commercial vehicles according to claim 1, characterized in that: The control arbitration unit comprises: A steering control arbitration module, which is used to set the automatic control priority to the highest when only the automatic control request signal is received; and is also used to set the control mode with the largest steering amplitude to the highest priority according to the steering amplitudes contained in the two control request signals when both the automatic control request signal and the manual control request signal are received at the same time; A brake control arbitration module, which is used to set the automatic control priority to the highest when only the automatic control request signal is received; and is also used to set the control mode with the largest target deceleration to the highest priority according to the target decelerations contained in the two control request signals when the automatic control request signal and the manual control request signal are received at the same time, and the manual control request signal is the driver intervening with the brake pedal; and is also used to set the manual control priority to the highest when the automatic control request signal and the manual control request signal are received at the same time, and the manual control request signal is the driver intervening with the emergency stop switch; A drive control arbitration module is used to set the automatic control priority to the highest when only the automatic control request signal is received; and is also used to set the control mode with the largest target acceleration to the highest priority according to the target accelerations contained in the two control request signals when the automatic control request signal and the manual control request signal are received at the same time.

5. The central integrated control system for commercial vehicles according to claim 1, characterized in that: The central integrated control system is connected to all execution units of the vehicle via a CAN network; The central integrated control system is connected with the emergency stop switch.

6. A central integrated control method for a commercial vehicle, characterized in that: A central integrated control system for a commercial vehicle based on any one of claims 1-5; the central integrated control method comprising: Receive manual control request signals sent by the driver and relevant vehicle fault detection information; Unify the format of the automatic control request signals sent by all automatic driving control units and the interface format of all automatic control request signals, wherein the interface format includes the request type, precision, message period, and boundary value; An analysis is performed based on the automatic control request signal, the manual control request signal, and relevant fault detection information of the whole vehicle to obtain a control mode priority, and the whole vehicle is controlled according to the control mode with the highest priority; when the automatic control priority is higher than the manual control priority, all execution units of the whole vehicle are controlled according to the automatic control request signal, and when the manual control priority is higher than the automatic control priority, all execution units of the whole vehicle are controlled according to the manual control request signal.

7. The central integrated control method for commercial vehicles according to claim 6, characterized in that: The central integrated control method further comprises: When only the automatic control request signal is received, the automatic control priority is set to the highest; when both the automatic control request signal and the manual control request signal are received, the control mode with the largest steering amplitude is set to the highest priority according to the steering amplitudes contained in the two control request signals; When only the automatic control request signal is received, the automatic control priority is set to the highest; when both the automatic control request signal and the manual control request signal are received, and the manual control request signal is the driver intervening with the brake pedal, according to the target decelerations contained in the two control request signals, the control mode with the smallest target deceleration is set to the highest priority; when both the automatic control request signal and the manual control request signal are received, and the manual control request signal is the driver intervening with the emergency stop switch, the manual control priority is set to the highest priority; When only the automatic control request signal is received, the automatic control priority is set to the highest; when the automatic control request signal and the manual control request signal are received at the same time, the control mode with the largest target acceleration is set to the highest priority according to the target accelerations contained in the two control request signals.

Images