Automatic driving system, vehicle control method, vehicle and storage medium

Abstract

The invention discloses an automatic driving system, a vehicle control method, a vehicle and a storage medium, relates to the technical field of vehicles, and can control safe driving of the vehicle by an environment sensing unit under the condition that a driving domain controller fails. The system comprises a driving area controller and an environment sensing unit, wherein the environment sensing unit is connected with the driving area controller; the environment sensing unit is used for collecting sensing information and controlling the vehicle to run based on the sensing information after detecting that the driving domain controller breaks down.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to an autonomous driving system, a vehicle control method, a vehicle, and a storage medium. Background Technology

[0002] In vehicles employing autonomous driving, it's typically necessary to integrate more sensors, communication, power supply, and execution links into the overall control logic. To ensure safe driving, a redundant control logic architecture is designed for all involved sensors, controllers, actuators, and communication links. Redundancy means that the autonomous driving system controller has two fully backup sensing and control terminals, ensuring that if one fails in sensing or control, the other can take over the entire system. While this approach achieves safety redundancy, it incurs double the hardware costs, resulting in higher overall costs, and the redundant system doesn't require intervention most of the time. Summary of the Invention

[0003] This invention provides an autonomous driving system, a vehicle control method, a vehicle, and a storage medium, which can control the vehicle to stop safely by an environmental perception unit in the event of a failure of the driving domain controller.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] In a first aspect, the present invention provides an autonomous driving system, the autonomous driving system comprising: a driving domain controller and an environmental perception unit, the environmental perception unit being connected to the driving domain controller; the environmental perception unit being used to collect perception information and, after detecting a malfunction in the driving domain controller, to control the vehicle to drive based on the perception information.

[0006] In some embodiments, the environmental sensing unit includes a radar sensing unit or a visual sensing unit.

[0007] In some embodiments, the radar sensing unit includes at least one of the following: lidar, millimeter-wave radar, and ultrasonic radar.

[0008] In some embodiments, the autonomous driving system further includes: a positioning system, which is connected to the environmental perception unit and the driving domain controller respectively; the positioning system is used to send lane information to the environmental perception unit in the event of a failure of the driving domain controller, so that the environmental perception unit controls the vehicle driving based on the perception information and the lane information.

[0009] In some embodiments, the autonomous driving system further includes a chassis driving control domain, which is connected to the driving domain controller and the environmental perception unit, respectively, and is used to control the motion state of the vehicle.

[0010] The motion state includes the vehicle's driving state and braking state.

[0011] In some embodiments, the autonomous driving system further includes: a chassis communication network connected to the driving domain controller and the chassis driving control domain, respectively; or, an intelligent driving communication network connected to the environmental perception unit, the driving domain controller and the chassis driving control domain, respectively.

[0012] In some embodiments, the chassis driving control domain includes a first electric power steering controller and a second electric power steering controller, wherein the first electric power steering controller is connected to a chassis communication network and the second electric power steering controller is connected to an intelligent driving communication network.

[0013] In some embodiments, the chassis driving control domain further includes a first braking control unit and a second braking control unit, wherein the first braking control unit is connected to the intelligent driving communication network and the chassis communication network, respectively, and the second braking control unit is connected to the intelligent driving communication network and the chassis communication network, respectively.

[0014] In some embodiments, the autonomous driving system further includes a first power supply unit and a second power supply unit, both of which are used to supply power to the environmental perception unit and the driving domain controller, and the first power supply unit and the second power supply unit are redundant to each other.

[0015] In some embodiments, the autonomous driving system further includes a third power supply unit, which is used to supply power to the environmental perception unit and the driving domain controller in the event that both the first power supply unit and the second power supply unit fail.

[0016] In some embodiments, the autonomous driving system further includes: a camera device connected to the driving domain controller, the camera device being used to provide the driving domain controller with images of the vehicle exterior.

[0017] Secondly, this application provides a vehicle control method applied to the aforementioned autonomous driving system; the method includes: an environmental perception unit collecting perception information; and, when a fault is detected in the driving domain controller, the environmental perception unit controlling the vehicle's movement based on the perception information.

[0018] In some embodiments, controlling vehicle driving based on perception information includes: an environmental perception unit acquiring lane information from a positioning system and controlling vehicle driving based on the lane information and perception information.

[0019] In some embodiments, before the environmental perception unit obtains lane information from the positioning system, the positioning system generates lane information based on vehicle movement information, positioning information, and map data, and sends the lane information to the environmental perception unit.

[0020] In some embodiments, generating lane information based on vehicle movement information, positioning information, and map data includes: the positioning system generating first lane information based on positioning information and map data, and generating lane information based on vehicle movement information and the first lane information, wherein the positioning information is vehicle position data located by the positioning system itself.

[0021] In some embodiments, before generating lane information based on vehicle movement information and first lane information, the process includes: an environmental perception unit acquiring vehicle movement information and transmitting the vehicle movement information to a positioning system.

[0022] In some embodiments, before generating the first lane information based on the location information and map data, the process includes: the driving domain controller sending map data to the positioning system; the map data is the last map data generated by the driving domain controller before a failure occurred.

[0023] In some embodiments, controlling vehicle movement based on lane information and perception information includes: an environmental perception unit controlling the vehicle to move toward a parking position based on lane information and perception information, thereby enabling the vehicle to park at the parking position.

[0024] In some embodiments, controlling a vehicle to drive toward a parking position based on lane information and perception information includes: an environmental perception unit controlling the vehicle to drive toward the parking position and park based on a preset driving trajectory; wherein the preset driving trajectory is generated based on lane information and perception information, and the preset driving trajectory is the last data generated by the environmental perception unit before detecting a malfunction in the driving domain controller.

[0025] In some embodiments, the method further includes: the environmental sensing unit acquiring and detecting the operating status of the driving domain controller, the operating status including a fault status and a normal status.

[0026] In some embodiments, the environmental perception unit detects and acquires the operating status of the driving domain controller, including: the environmental perception unit acquires signal data and / or heartbeat data of the driving domain controller, and detects the operating status based on the signal data and / or heartbeat data.

[0027] In some embodiments, the method further includes: when the driving domain controller is in a normal operating state, the driving domain controller provides timing for the positioning system and the environmental perception unit.

[0028] In some embodiments, the method further includes: when the driving domain controller is in a fault state, the positioning system provides timing for the environmental perception unit.

[0029] In some embodiments, the method further includes: when the driving domain controller is in a normal operating state, the driving domain controller detects a fault condition of an associated component and controls the vehicle to drive according to the fault condition; wherein the associated component is any component in the autonomous driving system other than the driving domain controller.

[0030] In some embodiments, controlling vehicle movement based on a fault condition includes: in the event of a fault in an associated component, the driving domain controller issues an alarm message to prompt the driver to control the vehicle movement.

[0031] In some embodiments, the method further includes: if no driver takeover of the vehicle is detected within a preset time period, the driving domain controller controls the vehicle to park.

[0032] In some embodiments, the method further includes: in the event of a chassis communication network failure, the intelligent driving communication network transmits communication signals of the environmental perception unit, the driving domain controller, and the chassis driving control domain; and in the event of normal operation of the chassis communication network, the chassis communication network transmits communication signals of the driving domain controller and the chassis driving control domain.

[0033] In some embodiments, the method further includes: in the event of a failure of the intelligent driving communication network, the chassis communication network transmits communication signals between the driving domain controller and the chassis driving control domain; and in the event of normal operation of the intelligent driving communication network, the intelligent driving communication network transmits communication signals between the environmental perception unit, the driving domain controller, and the chassis driving control domain.

[0034] Thirdly, this application provides an electronic device, including: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the vehicle control method described above.

[0035] Fourthly, this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method described above.

[0036] Fifthly, this application provides a computer-readable storage medium storing instructions that, when executed on a terminal, cause the terminal to perform the vehicle control method described above.

[0037] Sixthly, this application provides a computer program product containing instructions that, when executed by a computer, cause the computer to perform the vehicle control method described above.

[0038] In a seventh aspect, this application provides a chip including a processor and a communication interface, the communication interface and the processor being coupled together, the processor being used to run computer programs or instructions to implement the vehicle control method described above.

[0039] Specifically, the chip provided in this application embodiment also includes a memory for storing computer programs or instructions.

[0040] To address the issue of high costs associated with redundant hardware in related technologies, this application provides an autonomous driving system based on the aforementioned technical solutions. This system utilizes the environmental perception unit as a redundant domain controller, fully leveraging the computing power of the environmental perception unit itself. This enables the environmental perception unit to respond to the detection of a fault in the driving domain controller and control the vehicle based on the perception information, thereby achieving safe vehicle operation while reducing costs and increasing efficiency. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 An architecture diagram of an autonomous driving system provided in this application embodiment;

[0043] Figure 2 An architectural diagram of a vehicle provided for an embodiment of this application;

[0044] Figure 3 An architecture diagram of another autonomous driving system provided in this application embodiment;

[0045] Figure 4 An architecture diagram of another autonomous driving system provided in this application embodiment;

[0046] Figure 5 An architecture diagram of another autonomous driving system provided in this application embodiment;

[0047] Figure 6 An architecture diagram of another autonomous driving system provided in this application embodiment;

[0048] Figure 7 An architectural diagram of a power supply unit provided in an embodiment of this application;

[0049] Figure 8 A flowchart of a vehicle control method provided in an embodiment of this application;

[0050] Figure 9A schematic diagram of a driving system timing provided in an embodiment of this application;

[0051] Figure 10 A flowchart of another vehicle control method provided in this application embodiment;

[0052] Figure 11 This is a schematic diagram of an autonomous driving device provided in an embodiment of this application. Detailed Implementation

[0053] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0054] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Unless otherwise specified, the above-described orientation can be flexibly set in practical applications, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0055] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0056] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a communication between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0057] In embodiments of the invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0058] In embodiments of the present invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0059] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0060] In vehicles employing intelligent driving, it is typically necessary to incorporate more sensors, communication, power supply, and execution links into the overall control logic. To ensure safe driving, a backup control logic architecture, i.e., redundancy, is designed for the sensors, controllers, actuators, and communication links involved.

[0061] Currently, the common dual-redundancy control architecture in autonomous driving systems, such as Figure 1 As shown, its core lies in employing a dual-safety mechanism to ensure driving safety. The integrated power brake (IPB) acts as the primary controller, responsible for executing routine braking tasks; while the eBooster serves as a backup, activating only when the IPB fails to provide necessary redundant braking capability. Regarding steering control... Figure 1 The redundant driving system is equipped with dual sets of electric power steering (EPS) systems, including a main EPS and an auxiliary EPS, which are redundant with each other.

[0062] For autonomous driving systems, signal transmission typically relies on two controller area network (CAN) buses—the CAN for advanced driver assistance systems (ADAS) and the chassis CAN. The chassis CAN includes chassis CAN1 and chassis CAN2. Chassis CAN1, chassis CAN2, and the ADAS CAN are connected to one side of the central gateway. The other side of the central gateway connects to the cockpit domain controller, vehicle control unit (VCU), and body domain controller; the VCU is connected to the electric motor.

[0063] Under normal circumstances, the master domain controller receives and executes control commands via ADAS CAN, and then forwards these commands to chassis CAN1 through the central gateway to control the braking and steering systems. However, if a braking or steering system malfunctions, the master domain controller will respond quickly and directly send execution signals to the corresponding chassis controller via chassis CAN2.

[0064] Furthermore, the controller layer of this autonomous driving system typically features two completely independent perception and control units, forming a backup relationship. When one unit experiences a perception or control failure, the other unit can quickly take over the system, ensuring that vehicle operation is unaffected. Specifically, the primary domain controller, as the core, employs a high-performance, high-computing-power ECU controller to meet complex computational requirements; while the redundant controller is relatively simplified, mainly focusing on achieving basic functions such as safe parking, and therefore uses a lower-computing-power, moderately performing ECU controller to reduce costs and energy consumption.

[0065] The perception end of this autonomous driving system also employs a dual-path design to ensure redundancy and reliability of perception information. The two sets of sensors installed at the perception end are essentially equivalent in terms of perception range and performance, and are connected to the main domain controller and the redundant domain controller, respectively. However, given the limited computing power of the redundant domain controller, the number of sensors connected to the redundant domain controller, their resolution, and the amount of data processed will be reduced.

[0066] However, the main problem with the aforementioned autonomous driving system is that in order to achieve redundancy, the system requires twice the hardware cost. In actual operation, the redundant system is in standby mode most of the time and does not directly participate in control, which to some extent leads to a waste of resources.

[0067] Against this backdrop, in order to address the issue of high cost of redundant hardware in related technologies, this application provides an autonomous driving system in which the environmental perception unit can collect perception information and, after detecting a malfunction in the driving domain controller, control the vehicle to stop safely based on the perception information.

[0068] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0069] like Figure 2 The diagram shown is an architectural representation of a vehicle according to an embodiment of this application. The vehicle 200 may include a chassis 210, a body 220, and wheels 230. It is understood that the vehicle 200 may be a gasoline-powered vehicle, an electric vehicle, a hybrid vehicle, a natural gas vehicle, a methanol vehicle, a solar-powered vehicle, etc.

[0070] For example, vehicle 200 can be a passenger car such as a sedan, sport utility vehicle (SUV), or multi-purpose vehicle (MPV), or a bus, truck, or semi-trailer. This application does not impose specific limitations in this regard.

[0071] It is understood that the above-mentioned components are only examples of some components of vehicle 200, and are not a limitation on the specific structure of vehicle 200.

[0072] Optionally, in order to control the vehicle, the vehicle 200 may also include an autonomous driving system 240. The autonomous driving system 240 can realize driving control of the vehicle 200.

[0073] like Figure 3 The diagram shown is an architecture diagram of another autonomous driving system provided in an embodiment of this application. The autonomous driving system 240 may include an environment perception unit 410 and a driving domain controller 420, wherein the driving domain controller 420 is connected to the environment perception unit 410.

[0074] The environmental perception unit 410 is used to collect perception information and, after detecting a malfunction in the driving domain controller 420, controls the vehicle's movement based on the perception information. The perception information includes the distance, speed, azimuth, and altitude of targets around the vehicle.

[0075] In some embodiments, the environmental sensing unit 410 includes a radar sensing unit or a visual sensing unit. The radar sensing unit includes at least one of the following: lidar, millimeter-wave radar, and ultrasonic radar.

[0076] For example, the environmental perception unit 410 can be understood as a redundant controller. The environmental perception unit 410 can be a millimeter wave radar (MRR) unit that has both sensing and control processing capabilities. This enables the redundant controller to not only collect the vehicle's perception information, but also control the vehicle's driving in the event of a failure of the driving domain controller 420.

[0077] Combination Figure 3 ,like Figure 4 The diagram shown is an architecture diagram of another autonomous driving system provided in an embodiment of this application. The autonomous driving system 240 may include: an environmental perception unit 410, a driving domain controller 420, a positioning system 430, a chassis driving control domain 440, and a cockpit domain controller 450.

[0078] The driving system 240 may also include: a chassis communication network, an intelligent driving communication network, an Ethernet (ETH) network, and a private CAN network.

[0079] In some embodiments, the driving domain controller 420 is connected to the environmental perception unit 410, the positioning system 430, and the chassis driving control domain 440 via a chassis communication network and an intelligent driving communication network; the environmental perception unit 410 is connected to the positioning system 430 and the chassis driving control domain 440 via a chassis communication network and an intelligent driving communication network.

[0080] The chassis driving control domain 440 can be used to control the motion state of the vehicle 200, which includes the vehicle's driving state and braking state.

[0081] In some embodiments, the positioning system 430 is connected to the driving domain controller 420 via ETH; the positioning system 430 is connected to the environmental perception unit 410 via a private CAN network; and the cockpit domain controller 450 is connected to the driving domain controller 420 and the environmental perception unit 410 via ETH.

[0082] For example, in the event of a failure of the driving domain controller 420, the positioning system 430 can send lane information to the environment perception unit 410, so that the environment perception unit can control the vehicle's driving based on the perception information and the lane information.

[0083] Lane information refers to relevant data and attributes about a lane, including lane number, direction, lane type, and lateral offset of the vehicle relative to the lane centerline. Each lane has unique attributes, such as lane number, direction, transition, and lane type. This lane information may also include geometric information, such as lane line number, lane boundary coordinates, lane centerline coordinates, lane curvature, lane longitudinal slope, lane lateral slope, and lane heading.

[0084] Optionally, the autonomous driving system 240 may also include: multiple cameras and millimeter-wave radar.

[0085] For example, combined Figure 4 As shown, multiple cameras and millimeter-wave radars can be connected to the environmental perception unit 410, the driving domain controller 420, and the positioning system 430 respectively via a private CAN network.

[0086] The multiple cameras may include front wide / narrow front cameras, side-view cameras, and rear-view cameras.

[0087] In some embodiments, the chassis communication network is connected to the driving domain controller and the chassis driving control domain, respectively; the intelligent driving communication network is connected to the environmental perception unit, the driving domain controller and the chassis driving control domain, respectively.

[0088] For example, the environmental perception unit 410, the driving domain controller 420, and the chassis driving control domain 440 can all be connected to the chassis communication network and the intelligent driving communication network.

[0089] Alternatively, both the driving domain controller 420 and the chassis driving control domain 440 are connected to the chassis communication network and the intelligent driving communication network. Since the environmental perception unit 410 has a reserved CAN transceiver, it connects to the intelligent driving communication network via the CAN transceiver.

[0090] Optionally, since the environmental perception unit 410 has a reserved set of CAN transceivers, the environmental perception unit 410 connects to the chassis driving control domain 440 via the CAN transceivers. It should be understood that whether the environmental perception unit 410 connects to the chassis communication network and the intelligent driving communication network depends on the number of reserved CAN transceivers, which is not limited in this embodiment.

[0091] The environmental perception unit 410 can collect perception information. Since both the environmental perception unit 410 and the driving domain controller 420 are connected to the chassis communication network, when the driving domain controller 420 is operating normally, the driving domain controller 420 can obtain the perception information in the environmental perception unit 410 and control the chassis driving control domain 440 based on the perception information to control the vehicle driving.

[0092] In some embodiments, the autonomous driving system 240 further includes a first power supply unit and a second power supply unit, both of which are used to supply power to the environment perception unit 410 and the driving domain controller 420, and the first power supply unit and the second power supply unit are redundant to each other.

[0093] For example, combined Figure 4As shown, the first power supply unit includes a main circuit that supplies power to the driving domain controller 420 and the chassis driving control domain 440; the second power supply unit includes an auxiliary circuit that supplies power to the driving domain controller 420, the environmental perception unit 410, the positioning system 430, the chassis driving control domain 440, and the millimeter-wave radar. Both the main circuit and the auxiliary circuit can provide the same voltage between 9V and 16V.

[0094] Optionally, the main circuit can also supply power to the driver monitoring system (DMS).

[0095] Combination Figure 4 ,like Figure 5 As shown in the figure, this application provides an architecture diagram of another autonomous driving system. The autonomous driving system 240 includes an environmental perception unit 410, a driving domain controller 420, a positioning system 430, a chassis driving control domain 440, a central gateway 460, a chassis communication network, an intelligent driving communication network, an Ethernet (ETH) network, and a private CAN network.

[0096] The environmental perception unit 410, driving domain controller 420, and chassis driving control domain 440 are connected to the central gateway via the chassis communication network and intelligent driving communication network. The positioning system 430 and radar are connected to the environmental perception unit 410 via a private CAN network.

[0097] Optionally, the driving system also includes a camera and a radar, both connected to the driving domain controller. The camera provides external images to the driving domain controller. The camera can be a camera.

[0098] In some embodiments, the chassis driving control domain 440 includes a first electric power steering controller and a second electric power steering controller, the first electric power steering controller being connected to a chassis communication network and the second electric power steering controller being connected to an intelligent driving communication network.

[0099] Among them, such as Figure 4 As shown, the first electric power steering controller can be the main electric power steering (EPS) controller, and the second electric power steering controller can be the auxiliary EPS controller.

[0100] For example, combined Figure 4 ,like Figure 5As shown, the main EPS (first electric power steering controller) can access the chassis communication network through a separate CAN transceiver, and send its own signal data and / or heartbeat data to the chassis communication network, so that the driving domain controller 420 can know the operating status of the main EPS (first electric power steering controller); and the main EPS (first electric power steering controller) can receive control commands through the chassis communication network to enable the vehicle to drive or stop safely.

[0101] The auxiliary EPS (second electric power steering controller) can access the intelligent driving communication network through another independent CAN transceiver, and send its own signal data and / or heartbeat data to the intelligent driving communication network, so that the driving domain controller 420 and the environmental perception unit 410 know the operating status of the auxiliary EPS (second electric power steering controller); and the auxiliary EPS (second electric power steering controller) can receive control commands through the intelligent driving communication network to enable the vehicle to drive or stop safely.

[0102] It is understandable that the main EPS (first electric power steering controller) and the auxiliary EPS (second electric power steering controller) are redundant, so that if one electric power steering controller fails, the other electric power steering controller can safely control the vehicle.

[0103] In some embodiments, the chassis driving control domain 440 further includes a first braking control unit and a second braking control unit, wherein the first braking control unit is connected to the intelligent driving communication network and the chassis communication network, respectively, and the second braking control unit is connected to the intelligent driving communication network and the chassis communication network, respectively.

[0104] The first braking control unit can be an integrated power brake (IPB) control unit, and the second braking control unit can be a redundant brake unit (RBU).

[0105] For example, combined Figure 4 ,like Figure 5As shown, since the first braking control unit is connected to both the intelligent driving communication network and the chassis communication network, it can receive control commands through either network to ensure safe braking of the vehicle. Furthermore, the first braking control unit can send its own status signal to at least one of the two networks, enabling the driving domain controller 420 and the environmental perception unit 410 to be aware of the operating status of the first braking control unit. This allows the first braking control unit to send control commands to the second braking control unit in the event of a malfunction. For example, when the driving domain controller 420 is operating normally, the first braking control unit can receive control commands from the driving domain controller 420 through either the intelligent driving communication network or the chassis communication network.

[0106] Since the second braking control unit is connected to both the intelligent driving communication network and the chassis communication network, it can receive control commands through either network to ensure safe braking of the vehicle. Furthermore, the second braking control unit can send its own status signal to at least one of the two networks, enabling the driving domain controller 420 and the environmental perception unit 410 to be aware of the operating status of the second braking control unit. This allows the second braking control unit to send control commands to the first braking control unit in the event of a malfunction. For example, when the driving domain controller 420 is operating normally, the second braking control unit can receive control commands from the driving domain controller 420 through either the intelligent driving communication network or the chassis communication network.

[0107] Understandably, the chassis driving control domain 440 is equipped with two sets of brake control units. The first brake control unit can serve as the primary brake control unit, responsible for executing braking requests in most situations. The second brake control unit serves as a backup brake control unit, capable of quickly taking over the braking task and ensuring uninterrupted braking function if the first brake control unit fails. This dual-brake control unit backup design can greatly improve the safety and reliability of the autonomous driving system.

[0108] It should be understood that, in combination Figure 5 As shown, the environmental perception unit 410, driving domain controller 420, first braking control unit, second braking control unit, main EPS, and auxiliary EPS can send or receive control commands to the intelligent driving communication network and chassis communication network, and can also send signal data and / or heartbeat data (such as control commands, signal data, and / or heartbeat data).

[0109] like Figure 6As shown in the figure, this application embodiment provides another architecture diagram of an autonomous driving system. The autonomous driving system 240 includes an environmental perception unit 410, a driving domain controller 420, a positioning system 430, and a cockpit domain controller 450. The driving domain controller 420 provided in this application embodiment can be an automated driving controller (ADC). The driving domain controller 420 integrates a high-definition map (HDMAP), vehicle movement information, a global navigation satellite system (GNSS) + inertial measurement unit (IMU) module, and visual perception information. Furthermore, the driving domain controller 420 can receive differential data sent by the cockpit domain controller 450 via Ethernet. Specifically, when the driving domain controller 420 is operating normally, it can periodically send vehicle movement information and map data to the positioning system 430.

[0110] The positioning system 430 provided in this application embodiment can be understood as a high-precision positioning map box (Pbox). For example... Figure 6 As shown, the positioning system 430 integrates a GNSS+IMU module, a real-time kinematic (RTK) module, and a software development kit (SDK) module, namely the fusion positioning SDK. The positioning system 430 also has two external antennas for receiving GNSS positioning signals and differential positioning information, respectively.

[0111] Among them, differential positioning information can be understood as the data input by the RTK-SDK of the positioning system 430 itself for correcting positioning.

[0112] It should be understood that in the event of a malfunction in the driving domain controller 420, the environmental perception unit 410 sends vehicle movement information to the positioning system 430, and the positioning system 430 can generate lane information and send the lane information to the environmental perception unit 410.

[0113] like Figure 7 The diagram shown is an architectural representation of a power supply unit according to an embodiment of this application. The power supply unit includes a first power supply unit and a second power supply unit. The first power supply unit includes a starting battery 810 and a first power distribution box 820. During the transition of the vehicle from a power-off state to a power-on state, the starting battery 810 directly supplies DC power to the main power supply (line) and auxiliary power supply (line) through the first power distribution box 820, ensuring that the vehicle's starting power supply needs (including constant power and IGBT power) are met, thereby optimizing the power distribution and efficiency during the starting process.

[0114] The second power supply unit includes a power battery 830 and a second power distribution box 840. After the vehicle power-on process is completed, it can automatically switch to the power battery 830 as the primary energy source. Through a step-down DC-DC converter, the high-voltage electrical energy of the power battery 830 is converted into low-voltage DC power, and low-voltage DC power is output for both the main power supply (line) and the auxiliary power supply (line) to meet the vehicle's power supply needs (including constant power and IGBT). In addition, the low-voltage electrical energy generated during the conversion process also charges the battery simultaneously, ensuring continuous optimization and efficient utilization of energy management.

[0115] Optionally, the autonomous driving system 240 further includes a third power supply unit, which is used to supply power to the environmental perception unit and the driving domain controller in the event of a failure of both the first power supply unit and / or the second power supply unit.

[0116] For example, the third power supply unit includes a backup battery 850, a disconnect switch, and a third power distribution box 860. It should be understood that the battery management system (BMS) can periodically detect the fault status of the battery pack. In the event of a fault in the starting battery 810 and / or the power battery 830, the BMS can close the disconnect switch to quickly activate the backup battery 850. Specifically, the BMS switches the power path through the third power distribution box 860, ensuring that the backup battery 850's third power distribution box 860 takes over the power supply task.

[0117] It should be noted that in the event of a failure of the power battery 830 and the DC-DC converter, the BMS can automatically control the starter battery 810 to quickly take over. Specifically, the BMS switches the power path through the power distribution box to ensure that the first power distribution box 820 of the starter battery 810 takes over the power supply task.

[0118] Given that the starter battery 810 is designed for short-term high-current output, it may briefly cause a slight voltage drop upon initial power takeover, followed by a rapid recovery and possibly a certain degree of voltage rebound. Simulation experiments have confirmed that this voltage fluctuation is within acceptable limits, sufficient to support the vehicle's safe limp-mode journey to its destination, and does not substantially affect the control stability of the autonomous driving system. Specifically, for the autonomous driving system, both the first and second power supply units can maintain the most basic and lowest-risk operating state, ensuring driving safety.

[0119] It should be noted that the driving system described in the embodiments of this application is for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and does not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the evolution of electronic devices and the emergence of other electronic devices, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems. The methods in the following embodiments can all be implemented in a driving system with the above-described hardware structure.

[0120] The vehicle control method provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0121] The vehicle control method described in this application can be applied to vehicle driving control. For example... Figure 8 As shown, the vehicle control method may include steps 801-802. Step 801 can also be referred to as the "acquiring perception information" process, and step 802 can be referred to as the "controlling the vehicle" process. Steps 801-802 are described in detail below.

[0122] Step 801: The environmental perception unit collects perception information.

[0123] In some embodiments, the sensing information may be information about the distance, speed, and direction of the vehicle and obstacles calculated by the environmental sensing unit by measuring the time difference and frequency change between the transmitted and reflected signals.

[0124] For example, the environmental perception unit can acquire perception information from multiple radars via a private CAN network. These multiple radars include, but are not limited to, a front mid-range radar, a left front corner radar, and a right front corner radar. It should be understood that the front corner radar can detect close-range obstacles cutting into the adjacent lane, thereby ensuring the vehicle's safe parking.

[0125] Step 802: When a fault is detected in the driving domain controller, the environmental perception unit controls the vehicle's movement based on the perception information.

[0126] In some embodiments, the environmental sensing unit acquires and detects the operating status of the driving domain controller.

[0127] The operating status includes fault status and normal status.

[0128] For example, the environmental perception unit can acquire signal data and / or heartbeat data of the driving domain controller, and detect the operating status of the driving domain controller based on the signal data and / or heartbeat data.

[0129] Signal data refers to the various signals and parameters generated by the driving domain controller during normal operation. This signal data reflects the real-time operating status and performance of the driving domain controller, and includes, but is not limited to, control signals and status signals. Control signals refer to the control commands issued by the driving domain controller, such as acceleration, braking, and steering; status signals refer to the current status of the driving domain controller and its related components (such as actuators and sensors), such as whether they are working properly or whether there is a fault.

[0130] Heartbeat data refers to the overall operational and health status of the driving domain controller. This heartbeat data is typically used to monitor the controller's real-time operation and includes, but is not limited to, timestamps, status information, performance metrics, and health status. A timestamp records the point in time the heartbeat data was generated, helping to analyze the continuity and stability of the controller's operational status. Status information indicates the current operating status of the driving domain controller, such as online, offline, or faulty. Health status is used to comprehensively assess the controller's health status, including the presence of hardware faults and software anomalies.

[0131] In one scenario, since the environmental perception unit is connected to the driving domain controller, the environmental perception unit can periodically check the signal data of the driving domain controller to determine whether the functional status and hardware status of the driving domain controller are operating normally.

[0132] In another scenario, since the environmental perception unit is connected to the driving domain controller, the driving domain controller can periodically send heartbeat data to the chassis communication network and the intelligent driving communication network to inform the environmental perception unit whether its own domain control node is online, so that the environmental perception unit can determine the operating status of the driving domain controller.

[0133] In another scenario, since the environmental perception unit is connected to the driving domain controller, the environmental perception unit can not only periodically check the signal data of the driving domain controller to determine whether the functional status and hardware status of the driving domain controller are operating normally, but also periodically send heartbeat data to the chassis communication network and intelligent driving communication network through the driving domain controller to determine whether the driving domain controller is online, thus more accurately detecting the operating status of the driving domain controller.

[0134] Understandably, since the environmental perception unit can detect the operating status of the driving domain controller, it can simultaneously calculate the preset driving trajectory when the driving domain controller is operating normally. In this way, in an emergency where the environmental perception unit detects a malfunction in the driving domain controller, the environmental perception unit can quickly take over control without having to recalculate the complex preset driving trajectory.

[0135] In some embodiments, the environmental perception unit controls the vehicle to drive towards the parking position based on the perception information, so as to enable the vehicle to park at the parking position.

[0136] For example, the environmental perception unit controls the vehicle to park at a parking position based on a preset driving trajectory. This preset driving trajectory is determined based on perception information and is generated by the environmental perception unit before detecting a malfunction in the driving domain controller. The preset driving trajectory may include one or more driving routes, each including the current position and the parking position.

[0137] For example, the environmental perception unit continuously identifies data such as the distance between potential obstacles and the vehicle in the vehicle's current perception information, assesses the potential impact of various obstacles on the vehicle's driving trajectory, and inputs the vehicle's current position and perception information into the path planning algorithm to determine the preset driving trajectory, so that the vehicle can drive to the parking position according to the preset driving trajectory.

[0138] The path planning algorithm can be Dijkstra's algorithm or RRT (Rapid Random Tree) algorithm, etc., and this application does not limit it.

[0139] In some embodiments, the environmental perception unit controls the vehicle to drive toward the parking position based on lane information and perception information, thereby enabling the vehicle to park at the parking position.

[0140] For example, the environmental perception unit controls the vehicle to park at a parking position based on a preset driving trajectory. This preset driving trajectory is generated based on lane information and perception information, and it is the last data generated by the environmental perception unit before detecting a malfunction in the driving domain controller.

[0141] This lane information can show the relative position of the vehicle and the lane lines, keeping the vehicle within the lane lines for safe parking.

[0142] For example, the environmental perception unit can generate an initial driving path from the current location to the parking location based on the vehicle's current location and lane information. After generating the initial driving path, the environmental perception information can predict the trajectory of various obstacles through the perception information, thereby optimizing the initial driving path and determining the preset driving trajectory.

[0143] It should be understood that, as the environmental perception unit calculates the preset driving trajectory simultaneously through perception information and lane information when the driving domain controller is operating normally, the environmental perception unit quickly controls the vehicle to stop when it detects that the driving domain controller is in a fault state.

[0144] In some embodiments, since the driving domain controller periodically sends map data to the positioning system when it is in normal operation, it can send the last generated map data to the positioning system before a failure occurs. The positioning system then receives this map data.

[0145] For example, the driving domain controller acquires visual lane information and map lane information, and substitutes the visual lane information and map lane information into a preset matching algorithm to obtain map data.

[0146] The preset matching algorithm includes, but is not limited to, curve matching algorithm, convolutional neural network, and graph neural network. This application embodiment does not limit this.

[0147] The map data provided in this application embodiment may be the map data about the relative position between the vehicle and lane lines generated last time by the driving domain controller. For example, the vehicle's position in the local map, lane line width, number of lanes, curvature, etc.

[0148] In this embodiment of the application, the visual lane information can be real-time acquired road image information; for example, road images acquired in real time by visual sensors such as vehicle cameras, and lane lines in the images are identified and analyzed using image processing technology and machine learning algorithms. This embodiment of the application does not limit this.

[0149] In this embodiment of the application, the map lane information can be local road perception information determined by combining the map; for example, road information drawn in advance through surveying technology and high-precision positioning information, which can be sent to the vehicle's driving domain controller through the cloud or vehicle system.

[0150] Understandably, the driving domain controller acquires visual lane information and map lane information every 10ms, and determines map data based on these two types of information, so that it can periodically send this map data to the positioning system. Correspondingly, the positioning system periodically updates the lane information and sends it to the environmental perception unit, enabling the environmental perception unit to control the vehicle to drive towards the parking position according to a preset driving trajectory, thus achieving parking of the vehicle at the parking position.

[0151] In some embodiments, when the driving domain controller is in a fault state, the environmental perception unit acquires vehicle movement information and transmits the vehicle movement information to the positioning system.

[0152] For example, the vehicle movement information obtained by the environmental perception unit can be the vehicle movement information acquired by the environmental perception unit itself as a millimeter-wave radar, or it can be the vehicle movement information acquired by other radars connected to the environmental perception unit and periodically sent to the environmental perception unit. This application embodiment does not limit this.

[0153] In some other embodiments, when the driving domain controller is in a normal state, the driving domain controller can periodically send vehicle movement information to the positioning system.

[0154] For example, a radar connected to the driving domain controller can detect vehicle movement information and send the vehicle movement information to the driving domain controller, thereby enabling the driving domain controller to periodically send the vehicle movement information to the positioning system.

[0155] In some embodiments, the positioning system generates lane information based on vehicle movement information, positioning information, and map data, and sends the lane information to the environmental perception unit.

[0156] For example, the positioning system generates first lane information based on positioning information and map data, and generates lane information based on vehicle movement information and the first lane information, and sends the lane information to the environmental perception unit.

[0157] The location information refers to the vehicle's location data determined by the positioning system itself. Location information mainly includes time coordinates, location coordinates, and object information. The time coordinates indicate the time the location occurred, usually expressed in UTC time; the location coordinates include latitude and longitude information to determine the precise geographical location; and the object information describes the identity or attributes of the located vehicle, such as device ID, user ID, etc.

[0158] It is understood that the position and state of a vehicle are constantly changing during driving or parking. To reflect these changes, embodiments of this application provide positioning information related to the vehicle's movement during driving. This positioning information includes, but is not limited to, the vehicle's position and motion state information, such as speed, steering angle, and acceleration.

[0159] For example, when the driving domain controller is in normal operation, it can periodically send vehicle movement information to the positioning system. The positioning system can then determine the positioning information based on the vehicle movement information and differential positioning information sent by the driving domain controller.

[0160] Differential positioning information can be understood as the data input by the positioning system's own RTK-SDK used to correct the vehicle's positioning.

[0161] In some embodiments, the positioning system can combine vehicle movement information sent by the driving domain controller with its own GNSS+IMU information to generate initial vehicle positioning information. The positioning system then corrects this initial positioning information using differential positioning information to obtain the final positioning information.

[0162] Furthermore, the positioning system can fit lane line data from the map data into a polynomial curve. Lane information can be represented by the following formula 1, such as a cubic polynomial (lane line polynomial equation):

[0163] Y = C0 + C1*X + C2*X^2 + C3*X^3 (Formula 1)

[0164] Where Y is the lateral offset of the vehicle relative to the center line of the lane, X is the longitudinal position of the vehicle along the lane direction, C0 is the lateral distance of the vehicle from the lane line, C1 is the curvature of the curve, and C2 is the rate of change of the curvature of the curve.

[0165] Then, the positioning system maps the determined positioning information onto the lane coordinate system to determine the vehicle's longitudinal position X and its lateral offset Y relative to the lane centerline. In other words, the positioning system generates the first lane information based on the positioning information and map data.

[0166] It should be understood that the first lane information provided in this application embodiment can be understood as the lateral offset Y of the vehicle relative to the center line of the lane. The positioning system sends this lane information to the environmental perception unit so that the vehicle can drive safely in the lane it is in.

[0167] It should be noted that the vehicle's position changes in real time during operation. Therefore, the positioning system needs to continuously update the first lane information based on the vehicle's movement information to generate lane information. This lane information is used to ensure the vehicle's safe driving or safe parking and to avoid course deviation.

[0168] Understandably, when the driving domain controller is malfunctioning, it cannot periodically send vehicle movement information to the positioning system. Therefore, the environmental perception unit sends the vehicle movement information to the positioning system, causing the positioning system to update the first lane information.

[0169] The vehicle movement information includes, but is not limited to, the vehicle's wheel speed, acceleration, steering angle, wheel position, and attitude.

[0170] For example, since the environmental perception unit and the positioning system are connected via a private CAN network, the environmental perception unit can send vehicle movement information to the positioning system during the process of controlling the vehicle to park. Then, the positioning system can generate lane information based on the vehicle movement information and the first lane information, and send this lane information to the environmental perception unit to assist the environmental perception unit in controlling the vehicle's movement.

[0171] It is understandable that this lane information is the updated lane information.

[0172] For example, a positioning system can determine its location information based on vehicle movement information and differential positioning information sent by the environmental perception unit, and then update lane information based on the location information and map data. It should be understood that the method by which the positioning system updates lane information is the same as the method by which it determines lane information, and will not be elaborated upon here.

[0173] In one scenario, due to a malfunction in the driving domain controller, this embodiment of the application considers safe driving factors and can control the vehicle to stop via the environmental perception unit, reserving a safe stopping distance of N km. Here, N can be 2, and this embodiment of the application does not limit this. Once the driving domain controller detects a malfunction, the autonomous driving system can immediately activate emergency measures, periodically sending lane information to the environmental perception unit via the positioning system to ensure that the vehicle can continuously obtain necessary navigation and positioning information within a driving distance of at least 2 km, thereby safely controlling the vehicle to decelerate and come to a stop, maximizing driving safety.

[0174] For example, taking a maximum speed of 120 km / h as an example. To safely stop the vehicle at the maximum speed, a uniform deceleration method can be used (generally, the deceleration rate for safe stopping is -2 m / s²), and the braking distance is shown in Formula 2 below:

[0175]

[0176] Where Dis is the braking distance, v1 is the vehicle's stationary speed, v0 is the current vehicle speed, and a is the deceleration.

[0177] As can be seen from Formula 2 above, at a maximum speed of 120km / h, the vehicle can safely stop at the parking position in about 277m. Therefore, a safe parking distance of 2km can be reserved to meet the requirements for safe parking of the vehicle.

[0178] In some embodiments, when the driving domain controller is in a normal state, the driving domain controller provides timing for the positioning system and the environmental perception unit; when the driving domain controller is in a fault state, the positioning system provides timing for the environmental perception unit.

[0179] For example, such as Figure 9 As shown, when the driving domain controller is operating normally, it acts as the master domain controller and the environmental perception unit acts as a sensor. The driving domain controller can send time synchronization information to the environmental perception unit and send the time synchronization information and map data to the positioning system.

[0180] For the positioning system, the environmental perception unit (EPA) can act as a redundant controller. The positioning system can then send time synchronization and lane information to the EPA, enabling it to provide timing for the vehicle's radar in the event of a failure in the driving domain controller. It should be understood that the purpose of the positioning system sending lane and time synchronization information to the EPA for timing purposes is to facilitate the EPA's periodic trajectory calculations.

[0181] It should be noted that when the driving domain controller is operating normally and the environmental perception unit acts as a sensor, the environmental perception unit can send perception information to the driving domain controller. When the driving domain controller sends feedback perception information back to the environmental perception unit, it can send it to the environmental perception unit at the same time as the time synchronization information.

[0182] Specifically, as shown in Table 1 below, after the vehicle is powered on and the driving domain controller is operating normally, the driving domain controller first acts as a slave device, receiving Coordinated Universal Time (UTC) through its built-in antenna. Then, the driving domain controller acts as a master device, resetting the time according to the UTC time and sending the reset time synchronization information to the positioning system and the environmental perception unit. The environmental perception unit can act as a sensor, receiving time synchronization from the driving domain controller.

[0183] Understandably, when the driving domain controller is operating normally, the positioning system, as a slave device of the driving domain controller, receives time synchronization information.

[0184] In the event of a fault in the driving domain controller, the environmental perception unit can act as a redundant domain controller to control the vehicle. The positioning system can also function as a device, using the most recent time synchronization information from the driving domain controller as a reference time. After timing backwards using an internal crystal oscillator, the control time is obtained. The positioning system then sends the control time (time synchronization information) and lane information to the environmental perception unit.

[0185] It should be noted that when the environmental sensing unit acts as a redundant controller, the positioning system can provide time synchronization to the environmental sensing unit. That is, the environmental sensing unit acts as a slave device of the positioning system and receives time synchronization from the positioning system.

[0186] When the driving domain controller is in a faulty state, the environmental perception unit can act as the main device for vehicle radar to provide timing for the vehicle radar.

[0187] Table 1

[0188]

[0189] It should be understood that, given the need for control switching between the driving domain controller and the environmental perception unit, establishing a time-synchronized control link becomes a critical step. For the operational efficiency and stability of the autonomous driving system, it is essential to ensure that the time synchronization mechanism can flexibly adapt to the control switching scenarios between the driving domain controller and the environmental perception unit, thereby achieving precise and efficient control link management.

[0190] like Figure 10 As shown in the flowchart of another vehicle control method provided in this application embodiment, it specifically includes the following steps 1001-1003.

[0191] Step 1001: The environmental perception unit determines whether the driving domain controller is faulty.

[0192] In some embodiments, after the vehicle is powered on, the intelligent driving system is activated and running. The environmental perception unit can detect the operating status of the driving domain controller through signal data and / or heartbeat data with the driving domain controller, thereby determining whether the driving domain controller is faulty. If so, the environmental perception unit takes over the control of the vehicle and collects perception information; if not, the driving domain controller controls the vehicle and determines whether related components are faulty.

[0193] Among them, the associated component is any component in the autonomous driving system other than the driving domain controller.

[0194] It should be noted that the specific process for determining whether the driving domain controller is faulty can be found above. Figure 5 Related implementation examples will not be described in detail here.

[0195] Step 1002: The environmental sensing unit collects sensing information.

[0196] In some embodiments, the environmental sensing unit can receive sensing information from multiple millimeter-wave radars. Alternatively, the environmental sensing unit itself can act as a millimeter-wave radar to acquire sensing information; this embodiment of the application does not limit the scope of the invention.

[0197] Among them, multiple millimeter-wave radars include, but are not limited to, front-mid-range radar, left front-corner radar, and right front-corner radar.

[0198] It should be understood that the front corner radar can detect obstacles cutting into the adjacent lane at close range, thereby ensuring the safe parking of the vehicle.

[0199] Step 1003: The environmental perception unit controls the vehicle's movement based on the perceived information.

[0200] In some embodiments, after the environmental perception unit detects a fault in the driving domain controller, the environmental perception unit can control the vehicle to drive to the parking position according to a preset driving trajectory, so as to park the vehicle at the parking position.

[0201] The preset driving trajectory is determined based on perception information. The preset driving trajectory may include one or more parking driving routes, and each parking driving route includes the current location and the parking location.

[0202] In one example, the environmental perception unit continuously identifies data such as the distance between potential obstacles and the vehicle in the vehicle's current perception information, assesses the potential impact of various obstacles on the vehicle's parking trajectory, and inputs the vehicle's current position and perception information into a path planning algorithm to determine a preset driving trajectory, thereby enabling the vehicle to park at the parking location.

[0203] The path planning algorithm can be Dijkstra's algorithm or RRT (Rapid Random Tree) algorithm, etc., and this application does not limit it.

[0204] In another example, the environmental perception unit can generate an initial driving path from the current location to the parking position based on the vehicle's current location and lane information. After generating the initial driving path, the environmental perception information can predict the trajectory of various obstacles through the perception information, thereby optimizing the initial driving path, determining the preset driving trajectory, and enabling the vehicle to park at the parking position.

[0205] It should be understood that, as the environmental perception unit calculates the preset driving trajectory synchronously through the perception information when the driving domain controller is operating normally, the environmental perception unit quickly controls the vehicle to park when it detects a malfunction in the driving domain controller.

[0206] Based on the above technical solution, the environmental perception unit can collect perception information and, after detecting a fault in the driving domain controller, control the vehicle to stop safely based on the perception information, thereby reducing costs and increasing efficiency while ensuring safe driving.

[0207] The above provides a detailed overview of scenarios where the driving domain controller malfunctions. The following describes scenarios where the driving domain controller is not malfunctioning.

[0208] In some embodiments, when the driving domain controller is in a normal operating state, the driving domain controller detects faults in associated components and controls vehicle driving based on the fault conditions.

[0209] For example, if a fault occurs in an associated component, the driving domain controller issues an alarm message to prompt the driver to take control of the vehicle. If no driver takeover of the vehicle is detected within a preset time, the driving domain controller controls the vehicle to park.

[0210] The associated components include, but are not limited to, an environmental perception unit, a first electric power steering controller, a second electric power steering controller, a first brake control unit, a second brake control unit, a chassis communication network, and an intelligent driving communication network.

[0211] like Figure 10 As shown, the failure of the above-mentioned components can be caused by any of the following scenarios.

[0212] Scenario (1): The above components may fail, such as: environmental perception unit failure, i.e. MRR failure.

[0213] The driving domain controller can detect the operating status of the environmental perception unit based on signal data and / or heartbeat data from the environmental perception unit. For example, the driving domain controller periodically checks the signal data of the environmental perception unit and / or the environmental perception unit periodically sends heartbeat data to the intelligent driving communication network to inform the driving domain controller whether its own domain control node is online.

[0214] When the driving domain controller detects a fault in the environmental perception unit, it can send an alarm message to the cockpit domain controller via the intelligent driving communication network or ETH to prompt the driver to take over the driving control of the vehicle. If the driver does not take over the driving control of the vehicle within 60 seconds, the driving domain controller sends a control stop command to the first brake control unit and the first electric power steering controller to bring the vehicle to a safe stop. That is, the main EPS and IPB execute the control command.

[0215] Scenario (2): The above components may fail, which could be: failure of the first brake control unit, i.e., IPB failure.

[0216] The driving domain controller 420 can detect the operational status of the first brake control unit based on the signal data and / or heartbeat data related to the first brake control unit malfunction. For example, the driving domain controller 420 periodically checks the signal data of the first brake control unit malfunction and / or the heartbeat data periodically sent by the first brake control unit malfunction to the intelligent driving communication network and the chassis communication network to inform the driving domain controller 420 whether its own domain control node is online.

[0217] When the driving domain controller 420 detects a fault in the first brake control unit, it can send an alarm message to the cockpit domain controller 450 via the intelligent driving communication network or ETH to prompt the driver to take over the driving control of the vehicle. If the driver does not take over the driving control of the vehicle within 60 seconds, the driving domain controller 420 sends a control stop command to the second brake control unit to bring the vehicle to a safe stop, i.e., the RBU executes the control command.

[0218] Scenario (3): The above components may malfunction, which could be: a malfunction of the second brake control unit, i.e., a malfunction of the RBU.

[0219] The driving domain controller 420 can detect the operational status of the second brake control unit based on the signal data and / or heartbeat data related to the second brake control unit malfunction. For example, the driving domain controller 420 periodically checks the signal data of the second brake control unit malfunction and / or the heartbeat data periodically sent by the second brake control unit malfunction to the intelligent driving communication network and the chassis communication network to inform the driving domain controller 420 whether its own domain control node is online.

[0220] When the driving domain controller 420 detects a fault in the second brake control unit, the driving domain controller 420 can send an alarm message to the cockpit domain controller 450 via the intelligent driving communication network or ETH to prompt the driver to take over the driving control of the vehicle. If the driver does not take over the driving control of the vehicle within 60 seconds, the driving domain controller 420 sends a control stop command to the first brake control unit to bring the vehicle to a safe stop, i.e., the IPB executes the control command.

[0221] Scenario (4): The above components may fail, which could be: failure of the first electric power steering controller, i.e., failure of the main EPS.

[0222] The driving domain controller can detect the operating status of the first electric power steering controller based on signal data and / or heartbeat data from the first electric power steering controller. For example, the driving domain controller periodically checks the signal data of the first electric power steering controller and / or the first electric power steering controller periodically sends heartbeat data to the intelligent driving communication network and the chassis communication network to inform the driving domain controller whether its own domain control node is online.

[0223] When the driving domain controller detects the first electric power steering controller, it can send an alarm message to the cockpit domain controller via the intelligent driving communication network or ETH to prompt the driver to take over the driving control of the vehicle. If the driver does not take over the driving control of the vehicle within 60 seconds, the driving domain controller sends a control stop command to the second electric power steering controller to bring the vehicle to a safe stop, i.e., the auxiliary EPS executes the control command.

[0224] Scenario (5): The above components may fail, which could be: failure of the second electric power steering controller, i.e., failure of the auxiliary EPS.

[0225] The driving domain controller can detect the operating status of the second electric power steering controller based on signal data and / or heartbeat data from the second electric power steering controller. For example, the driving domain controller periodically checks the signal data of the second electric power steering controller and / or the second electric power steering controller periodically sends heartbeat data to the intelligent driving communication network and the chassis communication network to inform the driving domain controller whether its own domain control node is online.

[0226] When the driving domain controller detects the second electric power steering controller, it can send an alarm message to the cockpit domain controller via the intelligent driving communication network or ETH to prompt the driver to take over the driving control of the vehicle. If the driver does not take over the driving control of the vehicle within 60 seconds, the driving domain controller sends a control stop command to the first electric power steering controller to bring the vehicle to a safe stop, i.e., the main EPS executes the control command.

[0227] Scenario (6): The above components may malfunction, such as: intelligent driving communication network failure, i.e. ADAS CAN failure.

[0228] The driving domain controller can detect the voltage and current of the power rails related to the intelligent driving communication network. If abnormal voltage or current consumption exceeding the normal range is detected, a fault may have occurred in the intelligent driving communication network, such as a short circuit, open circuit, or power supply problem. Simultaneously, the driving domain controller can determine whether there are communication faults in the intelligent driving communication network by detecting network communication status (packet loss rate, communication latency, etc.).

[0229] When the driving domain controller detects a fault in the intelligent driving communication network, it can send an alarm message to the cockpit domain controller via the ETH to prompt the driver to take over the driving control of the vehicle. If the driver does not take over the driving control of the vehicle within 60 seconds, the driving domain controller can send a control stop command to the first brake control unit and the first electric power steering controller via the chassis communication network to bring the vehicle to a safe stop. That is, the IPB and the main EPS execute the control command.

[0230] Scenario (7): The above components may fail, which could be: chassis communication network failure, i.e. chassis CAN failure.

[0231] The driving domain controller can detect the voltage and current of the power rails related to the chassis communication network. If abnormal voltage or current consumption exceeding the normal range is detected, a fault may have occurred in the chassis communication network, such as a short circuit, open circuit, or power supply problem. Simultaneously, the driving domain controller can determine whether there are communication faults in the chassis communication network by detecting network communication status (packet loss rate, communication latency, etc.).

[0232] When the driving domain controller detects a chassis communication network failure, it can send an alarm message to the cockpit domain controller via the intelligent driving communication network or ETH to prompt the driver to take over the driving control of the vehicle. If the driver does not take over the driving control of the vehicle within 60 seconds, the driving domain controller can send a control stop command to the first brake control unit and the second electric power steering controller via the intelligent driving communication network to bring the vehicle to a safe stop. That is, the IPB and auxiliary EPS execute the control command.

[0233] It should be understood that, under normal operating conditions of both the chassis communication network and the driving domain controller, the intelligent driving communication network transmits communication signals from the environmental perception unit, the driving domain controller, and the chassis driving control domain; the chassis communication network transmits communication signals from the driving domain controller and the chassis driving control domain.

[0234] It is understood that, during normal operation of the driving domain controller, if any component among the environmental perception unit, the first electric power steering controller, the second electric power steering controller, the first brake control unit, the second brake control unit, the chassis communication network, and the intelligent driving communication network fails, the embodiments of this application have designed differentiated control strategies to ensure that the vehicle can safely and effectively perform parking operations, thereby achieving the purpose of ensuring driving safety.

[0235] It should be noted that, under normal operating conditions and without component failure, the driving domain controller performs the driving task.

[0236] The foregoing primarily describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the aforementioned functions, the autonomous driving system or driving system includes corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0237] This application embodiment can, based on the above method, exemplarily divide an autonomous driving system or driving system into functional modules. For example, the autonomous driving system or driving system may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0238] like Figure 11 The diagram shown is a schematic of an autonomous driving device provided in this application. The device includes a processing unit 1101 and an acquisition unit 1102. The acquisition unit 1102 is used to collect perception information. When the driving domain controller is detected to be in a fault state, the processing unit 1101 is used to control the vehicle to drive based on the perception information.

[0239] In some embodiments, the acquisition unit 1102 is further configured to: acquire lane information, and the processing unit 1101 is specifically configured to: control vehicle driving based on lane information and perception information.

[0240] In some embodiments, the processing unit 1101 is specifically used to: generate lane information based on vehicle movement information, positioning information and map data, and send the lane information to the environmental perception unit.

[0241] In some embodiments, the processing unit 1101 is specifically used to: generate first lane information based on positioning information and map data, and generate lane information based on vehicle movement information and the first lane information, wherein the positioning information is vehicle position data located by the positioning system itself.

[0242] In some embodiments, the processing unit 1101 is specifically used to: acquire vehicle body movement information and transmit the vehicle body movement information to the positioning system.

[0243] In some embodiments, the processing unit 1101 is specifically used to: send map data to the positioning system; the map data is the last map data generated by the driving domain controller before the failure occurred.

[0244] In some embodiments, the processing unit 1101 is specifically used to: control the vehicle to drive towards the parking position based on lane information and perception information, so as to realize the vehicle parking at the parking position.

[0245] In some embodiments, the processing unit 1101 is specifically used to: control the vehicle to drive to the parking position for parking based on a preset driving trajectory; wherein the preset driving trajectory is generated based on lane information and perception information, and the preset driving trajectory is the last data generated by the environmental perception unit before detecting a fault in the driving domain controller.

[0246] In some embodiments, the processing unit 1101 is further configured to: acquire and detect the operating status of the driving domain controller, the operating status including a fault status and a normal status.

[0247] In some embodiments, the acquisition unit 1102 is further configured to: acquire signal data and / or heartbeat data of the driving domain controller; the processing unit 1101 is further configured to: detect the operating status based on the signal data and / or heartbeat data.

[0248] In some embodiments, the processing unit 1101 is further configured to: provide timing for the positioning system and the environmental perception unit when the driving domain controller is in a normal operating state.

[0249] In some embodiments, the processing unit 1101 is further configured to: provide timing to the environmental perception unit when the operating state of the driving domain controller is in a fault state.

[0250] In some embodiments, the processing unit 1101 is further configured to: detect the fault condition of the associated component when the driving domain controller is in a normal operating state, and control the vehicle to drive according to the fault condition; wherein the associated component is any component in the autonomous driving system other than the driving domain controller.

[0251] In some embodiments, the processing unit 1101 is further configured to: issue an alarm message in the event of a malfunction in the associated component, so as to prompt the driver to control the vehicle.

[0252] In some embodiments, the processing unit 1101 is further configured to: control the vehicle to park if no driver take over control of the vehicle's operation is detected within a preset time period.

[0253] In some embodiments, in the event of a chassis communication network failure, the intelligent driving communication network transmits communication signals from the environmental perception unit, the driving domain controller, and the chassis driving control domain; in the event of normal operation of the chassis communication network, the chassis communication network transmits communication signals from the driving domain controller and the chassis driving control domain.

[0254] In some embodiments, in the event of a failure of the intelligent driving communication network, the chassis communication network transmits communication signals between the driving domain controller and the chassis driving control domain; when the intelligent driving communication network is operating normally, the intelligent driving communication network transmits communication signals between the environmental perception unit, the driving domain controller, and the chassis driving control domain.

[0255] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to execute the vehicle braking control method or vehicle attitude adjustment method in the above method embodiments.

[0256] This application also provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the vehicle control method in the method flow shown in the above method embodiments.

[0257] The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: electrical connections having one or more wires; portable computer disks; hard disks; random access memory (RAM); read-only memory (ROM); erasable programmable read-only memory (EPROM); registers; hard disks; optical fibers; compact disc read-only memory (CD-ROM); optical storage devices; magnetic storage devices; or any suitable combination thereof; or any other form of computer-readable storage medium known in the art. An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium may also be a component of the processor. The processor and the storage medium may reside in an application-specific integrated circuit (ASIC). In some embodiments, a computer-readable storage medium may be any tangible medium that contains or stores a program that may be used by or in connection with an instruction execution system, apparatus, or device.

[0258] Embodiments of the present invention provide a computer program product containing instructions that, when executed on a computer, cause the computer to perform actions such as... Figure 8 and Figure 10 Vehicle control methods in [the context of the text].

[0259] Since the computer-readable storage medium and computer program product in the embodiments of the present invention can be applied to the above methods, the technical effects obtained can also be referred to the above method embodiments, and the embodiments of the present invention will not be repeated here.

[0260] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0261] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0262] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0263] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An autonomous driving system, characterized in that, The autonomous driving system includes: Driving domain controller; An environmental perception unit is connected to the driving domain controller; The environmental perception unit is used to collect perception information and, after detecting a fault in the driving domain controller, control the vehicle's movement based on the perception information.

2. The autonomous driving system according to claim 1, characterized in that, The environmental perception unit includes a radar perception unit or a visual perception unit.

3. The autonomous driving system according to claim 2, characterized in that, The radar sensing unit includes at least one of the following: lidar, millimeter-wave radar, and ultrasonic radar.

4. The autonomous driving system according to claim 2, characterized in that, The autonomous driving system also includes: A positioning system, which is connected to the environmental perception unit and the driving domain controller respectively; The positioning system is used to send lane information to the environment perception unit in the event of a malfunction of the driving domain controller, so that the environment perception unit controls the vehicle's driving based on the perception information and the lane information.

5. The autonomous driving system according to claim 1, characterized in that, The autonomous driving system also includes: The chassis driving control domain is connected to the driving domain controller and the environmental perception unit, and is used to control the motion state of the vehicle.

6. The autonomous driving system according to claim 5, characterized in that, The autonomous driving system also includes: A chassis communication network, which is connected to the driving domain controller and the chassis driving control domain, respectively. Alternatively, an intelligent driving communication network may be used, which is connected to the environmental perception unit, the driving domain controller, and the chassis driving control domain, respectively.

7. The autonomous driving system according to claim 6, characterized in that, The chassis driving control domain includes: A first electric power steering controller and a second electric power steering controller, wherein the first electric power steering controller is connected to the chassis communication network and the second electric power steering controller is connected to the intelligent driving communication network.

8. The autonomous driving system according to claim 6 or 7, characterized in that, The chassis driving control domain also includes a first braking control unit and a second braking control unit. The first braking control unit is connected to the intelligent driving communication network and the chassis communication network, respectively, and the second braking control unit is connected to the intelligent driving communication network and the chassis communication network, respectively.

9. The autonomous driving system according to any one of claims 1 to 7, characterized in that, The autonomous driving system further includes a first power supply unit and a second power supply unit, both of which are used to supply power to the environmental perception unit and the driving domain controller, and the first power supply unit and the second power supply unit are redundant to each other.

10. The autonomous driving system according to claim 9, characterized in that, The autonomous driving system further includes a third power supply unit, which is used to supply power to the environmental perception unit and the driving domain controller in the event of a failure of the first power supply unit and / or the second power supply unit.

11. The autonomous driving system according to any one of claims 1 to 7, characterized in that, The autonomous driving system further includes a camera device connected to the driving domain controller, which provides external images to the driving domain controller.

12. A vehicle control method, characterized in that, The method, applied to the autonomous driving system according to any one of claims 1 to 11, comprises: The environmental sensing unit collects sensing information; If a fault is detected in the driving domain controller, the environmental perception unit controls the vehicle's movement based on the perceived information.

13. The method according to claim 12, characterized in that, The method of controlling vehicle movement based on the perceived information includes: The environmental perception unit obtains lane information from the positioning system and controls the vehicle's movement based on the lane information and the perception information.

14. The method according to claim 13, characterized in that, Before the environmental perception unit obtains lane information from the positioning system, it includes: The positioning system generates the lane information based on vehicle movement information, positioning information, and map data, and sends the lane information to the environmental perception unit.

15. The method according to claim 14, characterized in that, The process of generating the lane information based on vehicle movement information, positioning information, and map data includes: The positioning system generates first lane information based on the positioning information and the map data, and generates lane information based on the vehicle movement information and the first lane information. The positioning information is the vehicle position data located by the positioning system itself.

16. The method according to claim 15, characterized in that, Before generating the lane information based on the vehicle movement information and the first lane information, the process includes: The environmental perception unit acquires the vehicle movement information and transmits the vehicle movement information to the positioning system.

17. The method according to claim 15, characterized in that, Before generating the first lane information based on the location information and the map data, the process includes: The driving domain controller sends the map data to the positioning system; The map data is the last map data generated by the driving domain controller before the failure occurred.

18. The method according to claim 13, characterized in that, The method of controlling the vehicle's movement based on the lane information and the perception information includes: The environmental perception unit controls the vehicle to drive towards the parking position based on the lane information and the perception information, so that the vehicle can park at the parking position.

19. The method according to claim 18, characterized in that, The method of controlling the vehicle to drive towards the parking position based on the lane information and the perception information includes: The environmental perception unit controls the vehicle to drive to the parking location and park based on a preset driving trajectory. The preset driving trajectory is generated based on the lane information and the perception information, and the preset driving trajectory is the last data generated by the environmental perception unit before it detects a malfunction in the driving domain controller.

20. The method according to any one of claims 12 to 19, characterized in that, The method further includes: The environmental perception unit acquires and detects the operating status of the driving domain controller, which includes the fault status and the normal status.

21. The method according to claim 20, characterized in that, The environmental perception unit detects and acquires the operating status of the driving domain controller, including: The environmental perception unit acquires signal data and / or heartbeat data from the driving domain controller, and detects the operating status based on the signal data and / or heartbeat data.

22. The method according to claim 20, characterized in that, The method further includes: When the driving domain controller is in the normal state, the driving domain controller provides timing for the positioning system and the environmental perception unit.

23. The method according to claim 20, characterized in that, The method further includes: When the driving domain controller is in the fault state, the positioning system provides timing for the environmental perception unit.

24. The method according to claim 20, characterized in that, The method further includes: When the driving domain controller is in the normal state, the driving domain controller detects the fault condition of the associated components and controls the vehicle to drive according to the fault condition; The associated component is any component in the autonomous driving system other than the driving domain controller.

25. The method according to claim 24, characterized in that, The step of controlling the vehicle's movement based on the fault condition includes: In the event of a malfunction in the associated component, the driving domain controller issues an alarm message to prompt the driver to take control of the vehicle.

26. The method according to claim 25, characterized in that, The method further includes: If the driver does not take over control of the vehicle within a preset time period, the driving domain controller will control the vehicle to park.

27. The method according to any one of claims 12 to 19, characterized in that, The method further includes: In the event of a chassis communication network failure, the intelligent driving communication network transmits communication signals from the environmental perception unit, the driving domain controller, and the chassis driving control domain. When the chassis communication network is operating normally, the chassis communication network transmits communication signals between the driving domain controller and the chassis driving control domain.

28. The method according to any one of claims 12 to 19, characterized in that, The method further includes: In the event of a failure in the intelligent driving communication network, the chassis communication network transmits communication signals between the driving domain controller and the chassis driving control domain. When the intelligent driving communication network is operating normally, the intelligent driving communication network transmits communication signals from the environmental perception unit, the driving domain controller, and the chassis driving control domain.

29. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the method as described in any one of claims 12 to 28.

30. A vehicle, characterized in that, Includes the autonomous driving system as described in any one of claims 1 to 11, or performs the method as described in any one of claims 12 to 28.

31. A computer-readable storage medium storing instructions, characterized in that, When the instruction is executed on the terminal, it causes the terminal to perform the method described in any one of claims 12 to 28.

32. A computer program product, the computer program product comprising instructions, characterized in that, When the instructions are executed on a computer, the computer performs the method as described in any one of claims 12 to 28.

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