Automatic vehicle control method and vehicle control system

Abstract

To provide an automatic control method for a vehicle having an improved collision avoidance function for avoiding collision with an obstacle.SOLUTION: A vehicle control system comprises a zone control system, a collision prediction system, and a braking control system, an automatic control method comprises the steps of: defining, by the zone control system, at least a first zone Z1 and a second zone Z2 relative to a vehicle position; predicting a collision with an obstacle by the prediction system; and automatically braking the vehicle, by the braking control system, in a first braking mode if the collision is predicted to occur in the first zone Z1, and automatically braking the vehicle, by the braking control system, in a second braking mode if the collision is predicted to occur in the second zone Z2.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to an automatic vehicle control method and a vehicle control system that automatically controls a vehicle. [Background technology]

[0002] An autonomous vehicle, such as an autonomous dump truck, uses a predefined trajectory to move from a start position to a destination position. A vehicle control system may define operating points to control the vehicle along the predefined trajectory.

[0003] The vehicle control system includes a detection system that detects obstacles, such as previously unknown stationary obstacles and moving objects, such as vehicles and people. (For example, Patent Document 1) Such obstacles may not be taken into account when planning the trajectory due to lack of information or, in the case of dynamic obstacles, because their position changes. For this reason, vehicle control systems need a way to deal with the detection of obstacles in order to avoid collisions. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 5-325099 Summary of the Invention [Problem to be solved by the invention]

[0005] An object of the present disclosure is to provide a method for automatically controlling a vehicle by a vehicle control system so as to have a collision avoidance function that is an improved function for avoiding collision with an obstacle, and a vehicle control system that has the function and automatically controls the vehicle. [Means for solving the problem]

[0006] These and other objects may be achieved by the embodiments of the present disclosure.

[0007] In one aspect of the present disclosure, vehicle avoidance concepts include real-time calculation of zones based on current conditions such as vehicle speed, grade, adhesion, and weight. In other aspects of the present disclosure, a combination of electric retarding and service brake augmentation is used to maintain a predetermined distance margin. Some concepts minimize the risk of collision, prioritizing the use of electric retarders and minimizing the use of service brakes when possible. In some aspects of the present disclosure, proactive obstacle avoidance is used where the vehicle control system replans for stationary and moving obstacles.

[0008] A first embodiment is a method for automatic control of a vehicle, which is executed by a vehicle control system including a zone control system, a collision prediction system, and a brake control system, and the method includes: establishing at least a first zone and a second zone relative to a vehicle location using a zone control system; predicting a collision with an obstacle by a collision prediction system; The method includes the steps of automatically braking the vehicle in a first braking mode by the brake control system when a collision is predicted to occur in a first zone, and automatically braking the vehicle in a second braking mode by the brake control system when a collision is predicted to occur in a second zone.

[0009] A second embodiment is a method for automatic control of a vehicle, which is executed by a vehicle control system including a zone control system, a collision prediction system, and a collision avoidance system, and the method includes: establishing at least a first zone and a third zone for the vehicle with a zone control system; predicting a collision with an obstacle by a collision prediction system; The method includes the steps of automatically braking the vehicle in a first collision avoidance mode by the collision avoidance system when a collision is predicted to occur in a first zone, and automatically braking the vehicle in a third collision avoidance mode by the collision avoidance system when a collision is predicted to occur in a third zone.

[0010] A third embodiment is a vehicle control system for automatically controlling a vehicle, the vehicle control system including a zone control system, a collision prediction system, and a collision avoidance system. The method can include the steps of: establishing at least a first zone and a third zone for the vehicle using a zone control system; predicting a collision with an obstacle using a collision prediction system; and automatically braking the vehicle in a first collision avoidance mode using a collision avoidance system when a collision is predicted to occur in the first zone, and automatically braking the vehicle in a third collision avoidance mode using the collision avoidance system when a collision is predicted to occur in the third zone. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a side view of a dump truck that is automatically controlled by the method and control system of the present disclosure. [Diagram 2] FIG. 2 is a schematic diagram showing the functional components of the control system of the present disclosure. [Diagram 3] FIG. 3 is a first schematic diagram of a zone for use in the method and control system of the present disclosure. [Figure 4] FIG. 4 is a diagram illustrating the steps of a first embodiment of the method of the present disclosure. [Diagram 5] FIG. 5 is a diagram illustrating the steps of a second embodiment of the method of the present disclosure. [Figure 6] FIG. 6 is a diagram illustrating the steps of a first collision avoidance mode of the method of the present disclosure. [Figure 7] FIG. 7 is a diagram illustrating the steps of a second collision avoidance mode of the method of the present disclosure. [Figure 8] FIG. 8 is a diagram illustrating the steps of a third collision avoidance mode of the method of the present disclosure. [Figure 9] FIG. 9 is a second schematic diagram of a zone for use in the method and control system of the present disclosure. [Figure 10]FIG. 10 is a third schematic diagram of a zone for use with the method and control system of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of an automatic vehicle control method executed by a vehicle control system and an embodiment of a vehicle control system that automatically controls a vehicle will be described with reference to the drawings.

[0013] 1 illustrates an example of a vehicle that is automatically controlled by the method or the control system. In this embodiment, the vehicle is a dump truck used for transportation purposes in mining sites. The dump truck may have a payload of 100 metric tons or more.

[0014] The dump truck 30 comprises a chassis 2 movable on wheels 1. The wheels 1 are driven by a drive unit 6 having at least one engine. The engine may be an internal combustion engine, such as a diesel engine. In this embodiment, the drive unit 6 may be a diesel-electric drive unit. The wheels may be driven by an electric motor powered by a generator driven by the diesel engine.

[0015] The dump truck shown in Figure 1 comprises a dump body 3 mounted on a chassis 2. The dump body is attached to the chassis using a horizontal pivot and can be pivoted by a hoist cylinder 4 to slide material loaded in the dump body out the rear of the dump truck.

[0016] The dump truck further comprises a driver's cabin 5 to allow manual operation of the dump truck. In other embodiments, no cabin may be provided. In this embodiment, the cabin 5 is located above the heat exchanger 9 and is mounted on a platform 8 accessible via a staircase 7.

[0017] The dump truck further comprises a vehicle control system for automatically controlling the vehicle, the functional components of which are shown in Figure 2 together with other functional components of the dump truck.

[0018] The vehicle control system 12 includes a zone control system 17, a collision prediction system 18, and a collision avoidance system 19. The collision avoidance system 19 may include or be replaced by the brake control system 15.

[0019] The vehicle control system 12 may further include a detection system 16. The detection system 16 may be configured to evaluate signals of sensors 22 disposed on the vehicle and to detect obstacles.

[0020] The vehicle control system may further comprise a trajectory control system 13 and a steering control system 14. The steering control system controls the steering system of the vehicle.

[0021] In this embodiment, the brake control system 15 controls a first brake system 10 and a second brake system 11. The first brake system 10 may operate without friction. The second brake system 11 may include a friction brake.

[0022] The first brake system 10 may be an electric retarder. An electric retarder operates by operating an electric motor of the vehicle to provide a braking torque to the wheels. The electric motor thereby generates electrical energy, which may be dissipated as heat by a resistor system or recovered by an energy storage system. The second brake system 11 may include at least one service brake. The service brake may be a mechanical brake, such as a disc brake or a wet brake.

[0023] The vehicle control system 12 is connected to sensors 22. At least one sensor 22 is connected to the detection system 16, thereby enabling the detection system 16 to detect obstacles.

[0024] The vehicle control system 12 may further be connected to actuators 20. Such actuators may include steering equipment connected to the steering control system 14 such that the steering control system can steer the vehicle.

[0025] The vehicle control system 12 may communicate with a central platform 21, such as a fleet / traffic management system. For communication with the central platform 21, the vehicle control system may be equipped with an interface 23. The interface 23 may be a wireless interface. The central platform 21 may be configured to communicate with a plurality of autonomous vehicles. In particular, the central platform 21 may be configured to provide a predetermined track to a plurality of autonomous vehicles.

[0026] The zone control system 17 is configured to set zones for the vehicle V, as shown in Fig. 3. In this embodiment, the zones include a first zone Z1 and at least one of a second zone Z2 and a third zone. The second zone may include a first sub-zone Z2.1 and a second sub-zone Z2.2.

[0027] The first zone Z1 may be closer to the vehicle than the third zone Z3. The second zone Z2 may be closer to the vehicle than the first zone Z1. The first sub-zone Z2.1 may be closer to the vehicle than the second sub-zone Z2.2.

[0028] In this embodiment, the zones extend in front of the vehicle V along the vehicle's trajectory 40. In particular, the zones may be aligned along the vehicle's predetermined trajectory 40. The vehicle control system may use the predetermined trajectory to control the vehicle's movement along the predetermined trajectory from a start position to a destination position. The vehicle control system may identify a current position to control the vehicle along the predetermined trajectory.

[0029] The detection system 16 is configured to detect obstacles 50, such as previously unknown static obstacles 50 or dynamic objects 51, such as vehicles or people. Such obstacles 50, 51 may not be taken into account when planning the trajectory due to lack of information or, in the case of dynamic obstacles, because their position changes. The vehicle control system is configured to implement methods for avoiding collisions with such obstacles 50, 51.

[0030] Next, the automatic control method of the vehicle according to the present embodiment will be described in detail with reference to Figures 4 to 10. These methods can be automatically executed by a vehicle control system installed in the vehicle. In particular, unless expressly stated to the contrary, all steps can be executed independently of the central platform, i.e. without any intervention or control from the central platform.

[0031] The vehicle control system comprises at least one microprocessor and software stored in memory, the software executing on the microprocessor the functions of the vehicle control system and the methods of automatic vehicle control described herein. Various subsystems of the vehicle control system may be implemented by software and hardware elements of the vehicle control system.

[0032] In the first embodiment, as shown generally in FIG. 4, the method for automatically controlling a vehicle executed by the vehicle control system 30 includes the following steps.

[0033] In step S1, a real-time calculation is performed for at least one braking distance based on at least one vehicle condition. The vehicle condition includes at least one parameter of the vehicle's speed, gradient, adhesion, and weight. The vehicle's weight may include the weight of a payload carried by the vehicle. The at least one parameter may be detected based on a sensor of the vehicle.

[0034] Step S2 includes setting at least a first zone and a second zone for the vehicle V by the zone control system. At least one of the first zone and the second zone may depend on the braking distance calculated in step S1.

[0035] Step S3 includes predicting a collision with an obstacle using a prediction system. In particular, step S3 detects an obstacle and predicts whether a collision between the obstacle and the vehicle will occur. Step S3 may further include, if a collision is predicted, determining whether the collision is predicted to occur in a first zone or a second zone.

[0036] In this embodiment, the obstacle prediction system is capable of predicting collisions with both static and dynamic obstacles. In other embodiments, the obstacle prediction system can predict collisions with static or dynamic obstacles only. When the obstacle 50 is a static obstacle, the collision is predicted by comparing the obstacle's position with the vehicle's trajectory. When the obstacle 51 is a dynamic obstacle, the system can predict a potential collision based on the speed and direction of the obstacle 51, even though the obstacle is not yet located on the vehicle's trajectory. Thus, in this embodiment, the dynamic obstacle 51 does not need to be on the trajectory at this moment for the system to intervene.

[0037] If a crash is predicted to occur in the first zone, the method proceeds to step S4, where automatic braking of the vehicle is performed using the brake control system in a first braking mode, which will be described below.

[0038] If a crash is predicted to occur in the second zone, the method proceeds to step S5. In step S4, automatic braking of the vehicle is performed using the brake control system in a second braking mode, which will be described below.

[0039] The first braking mode implemented in step S4 includes using only the first braking system, and the second braking mode implemented in step S5 includes using both the first and second brakes.

[0040] As previously mentioned, the first braking system may be an electric retarder and the second braking system may include at least one service brake.

[0041] In some embodiments, at least one of the first braking mode and the second braking mode may include braking the vehicle sufficiently to maintain or restore a predetermined distance margin.

[0042] In an embodiment, the method may further include changing from the first braking mode to a second braking mode when the first braking mode is insufficient to restore the predetermined distance margin.

[0043] The step S3 of predicting a collision with an obstacle using a prediction system may include one or more sub-steps.

[0044] In one embodiment, step S3 may include the sub-step of detecting an obstacle using a detection system of the vehicle control system.

[0045] In one embodiment, step S3 may include the sub-step of determining whether the obstacle is a static obstacle or a dynamic obstacle.

[0046] In one embodiment, step S3 may include a sub-step of comparing the vehicle trajectory with the obstacle position to predict a collision. In particular, this step may be applied when the obstacle is determined to be a static obstacle.

[0047] In one embodiment, step S3 may include a sub-step of detecting the motion of the obstacle, in particular its speed and direction of travel, using a detection system of the vehicle control system to predict the trajectory of the obstacle. In particular, this step may be applied when the obstacle is determined to be a dynamic obstacle.

[0048] In an embodiment, step S3 may include a sub-step of receiving information about the trajectory of the obstacle via an interface of the vehicle control system. In particular, this step may be applied when the obstacle is determined to be a dynamic obstacle controlled to follow a trajectory. The vehicle control system may obtain the information about the trajectory of the obstacle from, in particular, the central platform.

[0049] In one embodiment, step S3 may include a sub-step of comparing the trajectory of the vehicle with the trajectory of an obstacle with which a collision is expected, in particular, this step may be applied when the obstacle is determined to be a dynamic obstacle.

[0050] In an embodiment, if the obstacle is a dynamic obstacle that is controlled to follow a predetermined trajectory, step S3 may include the following sub-steps: detecting an obstacle movement using a detection system of the vehicle control system; receiving information about a predetermined trajectory of an obstacle via an interface of a vehicle control system; predicting an obstacle trajectory from the obstacle motion detected by the detection system and a predetermined obstacle trajectory received via the interface; Comparing the vehicle's trajectory with the expected trajectory of the obstacle to predict a collision.

[0051] Below, embodiments are described that use additional zones and subzones.

[0052] In an embodiment in which the second zone Z2 includes a first subzone Z2.1 and a second subzone Z2.2, the second braking mode has a first submode that is active when a collision is expected to occur in the first subzone Z2.1 and a second submode that is active when a collision is expected to occur in the second subzone Z2.2.

[0053] In a first sub-mode, the first and second brake systems may be used at full braking force, and in a second sub-mode, the first brake system may be used at full braking force and the second brake system may be used at a partial braking force, which may be controlled to maintain or restore a predetermined distance margin.

[0054] In one embodiment, in the first braking mode used in step S4, the vehicle may follow a pre-planned trajectory received from the central platform. In the second braking mode used in step S5, or in a first sub-mode of the second braking mode, the vehicle trajectory control system of the vehicle control system may re-plan the trajectory of the vehicle independently of the hand-held platform to avoid collision with an obstacle. In the second sub-mode of the second braking mode, the vehicle may follow a pre-planned trajectory received from the central platform.

[0055] In one embodiment, the method further comprises: setting a third zone Z3 by a zone control system; determining whether the collision occurs in a first zone Z1, a second zone Z2, or a third zone Z3; It may further include.

[0056] When a collision is predicted to occur in the first zone or the second zone, the process proceeds to steps S4 and S5, respectively.

[0057] When a collision is predicted to occur in a third zone Z3, the method may include a step of replanning the trajectory of the vehicle by a vehicle trajectory control system of the vehicle control system, independent of the central platform, to avoid the collision with the obstacle.

[0058] When a crash is predicted to occur in a third zone Z3, the method may include automatically braking the vehicle in a third braking mode using the brake control system. The third braking mode may include using only the first braking system to brake the vehicle. In the third braking mode, the first braking system may be used at a controlled partial braking force to maintain a predetermined distance margin.

[0059] As illustrated diagrammatically in FIG. 5, a further embodiment of a method for automatic control of a vehicle executed by a vehicle control system may follow the steps:

[0060] In step S1, a real-time calculation is performed for at least one braking distance based on at least one vehicle condition. The vehicle condition includes at least one parameter of the vehicle's speed, gradient, adhesion, and weight. The vehicle's weight may include the weight of a payload carried by the vehicle. The at least one parameter may be detected based on a sensor of the vehicle.

[0061] Step S2 includes setting at least a first zone, a second zone, and a third zone for the vehicle V by the zone control system. At least one of the first zone and the second zone may depend on the braking distance calculated in step S1.

[0062] Step S3 includes predicting a collision with an obstacle using a prediction system. Step S3 may further include determining whether the collision is predicted to occur in one of a first zone, a second zone, and a third zone. In particular, step S3 may further include detecting an obstacle and predicting whether a collision between the obstacle and the vehicle will occur, and determining whether the predicted collision will occur in the first zone, the second zone, or the third zone.

[0063] In step S4, the vehicle control system determines whether the vehicle is in a moving or stationary state. In a moving state, the vehicle may be moving along a track. In a stationary state, the vehicle remains at a fixed point.

[0064] If, in step S4, a vehicle motion state is detected, the method proceeds as follows.

[0065] When a collision is predicted to occur in the first zone, the method proceeds to step S5.1, where the vehicle is automatically operated in a first collision avoidance mode using the collision avoidance system.

[0066] When a collision is predicted to occur in the second zone, the method proceeds to step S5.2, where the vehicle is automatically operated in a second collision avoidance mode using the collision avoidance system.

[0067] When a crash is predicted to occur in the third zone, the method proceeds to step S5.3, where the vehicle is automatically operated in a third crash avoidance mode using the crash avoidance system.

[0068] Embodiments of the first, second and third collision avoidance modes will be described with reference to FIGS.

[0069] If, in step S4, it is detected that the vehicle is stationary, the method proceeds as follows.

[0070] When a collision is expected to occur in the first zone Z1 or the third zone Z3, in step S6.2 the vehicle trajectory is re-planned independently of the central platform before the vehicle is started.

[0071] If a crash is predicted to occur in the second zone, vehicle movement is halted in step S6.1.

[0072] Step S4 of determining whether the vehicle is stationary or moving may be optional: the method may only comprise steps relating to moving states or only steps relating to stationary states.

[0073] In an alternative embodiment, at least two of the first, second and third zones may be established. In an alternative embodiment, the vehicle may be operated in at least two of the first, second and third collision avoidance modes.

[0074] FIG. 6 illustrates sub-steps S5.1.1, S5.1.2, and S5.1.3 of step S5.1 for automatically operating the vehicle in a first collision avoidance mode using the collision avoidance system.

[0075] Step S5.1.1 includes following a pre-planned trajectory received from a central platform. Step S5.1.2 includes automatically braking the vehicle in a first braking mode by a brake control system of the vehicle. The first braking mode may include using only the first braking system.

[0076] Step S5.1.3 involves changing from the first collision avoidance mode to the third collision avoidance mode when a collision is expected to occur in the third zone as a result of step S5.1.2 of braking the vehicle in the first collision avoidance mode.

[0077] FIG. 7 illustrates the sub-steps of step S5.2 for automatically operating the vehicle in the second collision avoidance mode by the collision avoidance system.

[0078] Step S5.2.1 includes setting a first subzone and a second subzone for the second zone. Step S5.2.1 may further include determining whether a collision is expected to occur in the first subzone Z2.1 or the second subzone Z2.2.

[0079] When a collision is predicted to occur in the first sub-zone Z2.1 of the second zone Z2, the method proceeds to step S5.2.2. In step S5.2.2, the collision avoidance system is used to automatically steer the vehicle in a first sub-mode of the second collision avoidance mode. The first sub-mode of the second collision avoidance mode may include step S5.2.2.1 of using the first and second brake systems with maximum braking force and step S5.2.2.2 of emergency re-planning the trajectory of the vehicle by the vehicle trajectory control system to avoid a collision with the obstacle. The emergency re-planning may be performed independently of the central platform.

[0080] When a collision is predicted to occur in the second subzone Z2.2 of the second zone, the method proceeds to step S5.2.3. In step S5.2.3, the collision avoidance system is used to automatically steer the vehicle in a second submode of the second collision avoidance mode. The second submode of the second collision avoidance mode may include steps S5.2.3.1 of using the first braking system with maximum control force and the second braking system with partial braking force, and S5.2.3.2 of following a pre-planned trajectory received from a central platform. The partial braking force may be controlled to maintain a distance margin.

[0081] FIG. 8 illustrates sub-steps S5.3.1 and S5.3.2 of step S5.3 for automatically operating the vehicle in the third collision avoidance mode by the collision avoidance system.

[0082] Step S5.3.1 involves using only the first braking system to keep the obstacle within the third zone, and step S5.3.2 involves replanning the trajectory of the vehicle by the vehicle trajectory control system of the vehicle control system, independent of the central platform, in order to avoid a collision with the obstacle, i.e. the vehicle trajectory control system may execute interventions in the vehicle with respect to the predetermined trajectory received from the central platform without the help of the central platform, in particular the central platform works on the assumption that the vehicle will follow the original trajectory received from the central platform, but instead the vehicle makes its own decision to select said intervention and informs the central platform that this action is in progress.

[0083] Some of the methods include: receiving, by a trajectory control system, a predetermined trajectory from a central platform; presetting a trajectory by a trajectory control system; The method may further include at least one step of:

[0084] In some embodiments, the method may include the further step of controlling the vehicle along a predetermined trajectory by a steering control system.

[0085] In some embodiments, the above-described method for automatic control of a vehicle may be performed while the vehicle is being controlled along a predetermined trajectory by a steering control system.

[0086] The method of the present disclosure described with reference to FIGS. 5-8 may include some of the features and steps described with reference to FIG.

[0087] The vehicle control system may perform reactive and proactive obstacle avoidance, as described below, and may operate, within the vehicle's capabilities, to stop at greater than the distance margin to static obstacles and to maintain or restore the distance margin to dynamic obstacles.

[0088] Further embodiments are described with reference to Figures 9 and 10. For the purpose of obstacle avoidance, the vehicle control system calculates three distance zones that indicate the margin available to avoid obstacle collisions and acts on the avoidance-related decisions. These zones can be continuously updated. Figures 9 and 10 show the concept of zones.

[0089] (Zone 1) Zone 1 is the stopping distance required based on the current speed, gradient, adhesion, and GVW (gross vehicle weight) conditions when the first braking system, specifically the dynamic retarder, is used at 100% of its braking force and the second braking system, specifically the service brakes, is used at 100% of its braking force, plus a margin d margin1 can be set as the sum of

[0090] (Zone 2) Zone 2 is the stopping distance required based on the current speed, gradient, adhesion, and GVW conditions when only the first brake system is used at 100% braking force, plus a margin d margin2 can be set as the sum of

[0091] (Zone 3) Zone 3 is a marginal zone to Zone 2. margin3 Conceptually, this represents the maximum distance along the vehicle's trajectory that reactive obstacle avoidance can be used. For obstacles first detected at distances greater than Zone 3, proactive obstacle avoidance is used.

[0092] <margin> The distance margin in each zone is configurable.

[0093] In one embodiment, the zones described in Figures 9 and 10 correspond to the zones described with reference to Figures 3-8 as follows.

[0094] [Table 1]

[0095] Other approaches may be applied as well.

[0096] Preventive Obstacle Avoidance For purposes of this specification, reactive obstacle avoidance may be defined as a moving vehicle performing real-time maneuvers to maintain a distance margin to avoid a collision with an obstacle. Reactive obstacle avoidance involves predicting the obstacle and acting under the sole guidance of the vehicle control system to maintain the distance margin. The vehicle control system must independently manage the situation and avoid the obstacle before supervisory intervention. Reactive obstacle avoidance is described with reference to FIG. 9. The first and second obstacle avoidance modes described above correspond to this concept.

[0097] Reactive obstacle avoidance embodiments include, but are not limited to, the following:

[0098] The vehicle control system may compare the vehicle trajectory (which may include the vehicle's width) with the trajectories of detected static and dynamic obstacles and act to stop within an appropriate distance margin.

[0099] When the moving obstacle is another autonomous object with a determined trajectory, the vehicle control system uses the trajectory defined for the other autonomous object to enhance collision prediction and avoid erroneous execution of obstacle avoidance.

[0100] When an obstacle (including a predicted collision) is detected between Zone 3 and Zone 2, the vehicle control system reduces the commanded speed by a percentage using only the first brake system, by the brake control system, to match the speed of the obstacle or to stop if the obstacle is stationary. The existing planned trajectory is not changed and no steering deviation is used. If possible, the speed is reduced and the vehicle reaches a distance from the obstacle that is greater than the Zone 3 distance. If this is achieved, the logic may shift to proactive obstacle avoidance, as described below. The aim is to turn the situation into proactive avoidance, slowing the machine to maintain a safe distance so that the truck can avoid the obstacle without coming to a complete stop. If the obstacle is closer than Zone 2, the logic for obstacles in Zone 2 or Zone 1 is used, as described below. The vehicle control system may send the obstacle avoidance status to traffic management.

[0101] When an obstacle or anticipated collision is detected between Zone 2 and Zone 1, the vehicle control system will cause the brake control system to reduce the commanded speed by using 100% of the first brake system and partially using the second brake system in an attempt to restore the distance from the obstacle to equal to or greater than the Zone 2 distance. If the distance from the vehicle to the obstacle increases to equal to or greater than the Zone 2 distance, the logic for when an obstacle is detected between Zone 3 and Zone 2 may be utilized. If the distance from the vehicle to the obstacle decreases to the same as the Zone 1 distance, the logic for Zone 1 is utilized. The vehicle control system may send the obstacle avoidance status to traffic management.

[0102] When an obstacle or a predicted collision is detected closer than Zone 1, the vehicle 、The brake control system uses 100% of the first brake system and 100% of the second brake system (e.g., zeroing the vehicle control system's speed reference step function) to maximize vehicle deceleration and reduce the specified speed to zero. In parallel with the speed reduction, the vehicle control system plans a new emergency trajectory. The emergency trajectory takes into account the traversable area, obstacle locations (including dynamic obstacle trajectories), and vehicle safety margins to calculate a sufficient distance for the vehicle to stop. If it is not possible to calculate an emergency trajectory that satisfies all conditions, the vehicle control system has a configurable option to prioritize the constraints to be respected. The vehicle control system may send the obstacle avoidance status to the traffic management.

[0103] The vehicle control system may have the ability to identify the relative speed of the vehicle and an approaching obstacle and use the relative speed information to achieve the distance margin, for example, a dynamic obstacle approaching the vehicle will require more aggressive action to maintain the zone distance than an obstacle moving in the same direction as the vehicle.

[0104] After an emergency trajectory fails, the vehicle control system will report the failure and a reset from traffic management may be required to trigger a return to normal automated operation.

[0105] The vehicle control system may record the coordinates of all planned paths of the emergency trajectory and which paths have been implemented.

[0106] Preliminary Obstacle Avoidance - Dynamic Case For the purposes of this specification, preliminary obstacle avoidance is defined as the operation of the vehicle control system to predict an obstacle, whether static or dynamic, and replan a trajectory to preemptively avoid a collision of the OHT during operation, where a collision is predicted beyond Zone 3 up to the limits of sensor 22, and there is sufficient distance and time to slow the vehicle and replan around the obstacle without using the secondary braking system. Toi This differs from the concept of an emergency track in that

[0107] Authority limits for the vehicle control system may be defined to limit the level of replanning of the vehicle control system to the level that can be performed without human intervention.

[0108] Preliminary obstacle avoidance embodiments include, but are not limited to, the following:

[0109] When the obstacle is longer than Zone 3 and a predicted distance to the limit of sensor 22, the vehicle may reduce the commanded speed at a certain rate using only the first brake system to maintain a distance greater than the Zone 3 distance (except during a replanning maneuver). At the same time, the vehicle control system may initiate the process of replanning around the obstacle. The vehicle control system may send the obstacle avoidance status to traffic management.

[0110] The replanning can employ the minimum distance mentioned above.

[0111] When traveling on a two-way road, if the new trajectory is within the boundary of the passable area and there are no other obstacles or traffic in the opposite lane, the vehicle control system may replan the current trajectory to avoid the obstacle. The replanning may adopt the minimum distance mentioned above.

[0112] The vehicle control system may control the vehicle along the replanned trajectory at a speed that maintains a distance equivalent to Zone 3 or at a speed that approaches Zone 3, whichever is less.

[0113] The vehicle control system may report an event message to the traffic management to indicate the execution of the re-planned trajectory.

[0114] The vehicle control system may record the coordinates of the re-planned trajectory.

[0115] If the vehicle control system is unable to re-plan a valid trajectory within the conditions described above, the vehicle will be slowed by the brake control system using only the primary brake system (within a delayed safety margin) to reduce the specified speed by a percentage in order to maintain a distance greater than Zone 2 and bring the machine to a stop.

[0116] Preliminary obstacle avoidance – static case For purposes of this specification, precautionary obstacle avoidance may be defined as the action of the vehicle control system to inhibit the movement of a stationary vehicle to avoid a collision.

[0117] Preliminary obstacle avoidance embodiments include, but are not limited to, the following:

[0118] The vehicle control system may inhibit automatic action when an obstacle is detected within Zone 1. The vehicle control system may send obstacle avoidance status to traffic management. The vehicle control system may request traffic management intervention.

[0119] When an obstacle is between Zone 2 and Zone 1, or in Zone 3, the vehicle control system re-plans a trajectory around the obstacle. The vehicle control system can execute the re-planned trajectory and command the vehicle to resume autonomous operation.

Claims

1. A method for automatically controlling a vehicle, which is executed by a vehicle control system including a zone control system, a collision prediction system, and a brake control system, comprising: The vehicle has a first brake system that is an electric retarder and a second brake system that includes at least one service brake; receiving from a central platform a trajectory to be followed by said vehicle; automatically controlling the vehicle to move along the trajectory; establishing at least a first zone and a second zone relative to a location of the vehicle by the zone control system; predicting whether a collision with an obstacle will occur in the first zone or the second zone by the collision prediction system; automatically braking the vehicle in a first braking mode by the brake control system when a crash is predicted to occur in the first zone, and automatically braking the vehicle in a second braking mode by the brake control system when a crash is predicted to occur in the second zone; the first zone and the second zone extend along the track in front of the vehicle; the second zone is closer to the vehicle than the first zone and includes a first subzone and a second subzone; the first braking mode includes using only the first braking system to brake the vehicle; The second braking mode is using the first brake system and the second brake system to brake the vehicle; a first submode that is activated when a collision is predicted to occur in the first subzone; a second submode that is activated when a collision is predicted to occur in the second subzone; having the first sub-mode is a mode in which the first and second brake systems are used with maximum braking force, The second sub-mode is a mode in which the first brake system is used at a maximum braking force and the second brake system is used at a partial braking force. A method for automatically controlling a vehicle.

2. 2. The method for automatically controlling a vehicle according to claim 1, The method of automatically controlling a vehicle, wherein at least one of the first braking mode and the second braking mode includes braking the vehicle sufficiently to maintain or restore a predetermined distance margin.

3. 3. The method for automatically controlling a vehicle according to claim 2, The method for automatically controlling a vehicle further comprising the step of switching from the first braking mode to the second braking mode when the first braking mode is insufficient to restore the predetermined distance margin.

4. 2. The method for automatically controlling a vehicle according to claim 1, The method for automatically controlling a vehicle further includes the step of detecting the obstacle by a detection system of the vehicle control system.

5. The method for automatically controlling a vehicle according to claim 1, When the obstacle is stationary, the method for automatic control of a vehicle further includes the step of determining whether the obstacle is located on a trajectory of the vehicle to predict a collision.

6. 2. The method for automatically controlling a vehicle according to claim 1, When the obstacle is a dynamic obstacle, the method further comprises the step of detecting the movement of the obstacle by a detection system of the vehicle control system in order to predict the trajectory of the obstacle.

7. The method for automatically controlling a vehicle according to claim 1, When the obstacle is a dynamic obstacle controlled to follow a trajectory, the method further comprises the step of receiving information regarding the trajectory of the obstacle via an interface of the vehicle control system.

8. The method for automatically controlling a vehicle according to claim 1, When the obstacle is a dynamic obstacle, the method further comprises the step of determining whether the obstacle is located on a trajectory of the vehicle to predict a collision.

9. 2. The method for automatically controlling a vehicle according to claim 1, the obstacle is a dynamic obstacle controlled to follow a predetermined trajectory; detecting the motion of the obstacle by a detection system of the vehicle control system; receiving, via an interface of the vehicle control system, information regarding the predetermined trajectory of the obstacle; determining whether the obstacle is located on a trajectory of the vehicle to predict a collision.

10. 2. The method for automatically controlling a vehicle according to claim 1, The method for automatic control of a vehicle, wherein the step of setting the first zone and the second zone includes real-time calculation of at least one braking distance based on at least one vehicle condition including at least one parameter of the vehicle's speed, gradient, adhesion, and weight.

11. 2. The method for automatically controlling a vehicle according to claim 1, In the first braking mode, the vehicle follows a pre-planned trajectory received from a central platform; A method for automatic control of a vehicle, wherein in the second braking mode or a first sub-mode of the second braking mode, a vehicle trajectory control system of the vehicle control system re-plans the trajectory of the vehicle independently of the central platform to avoid a collision.

12. 2. The method for automatically controlling a vehicle according to claim 1, establishing a third zone with the zone control system; and a vehicle trajectory control system of the vehicle control system replans the trajectory of the vehicle, independent of a central platform, when a collision is predicted in the third zone, to avoid the collision.

13. 2. The method for automatically controlling a vehicle according to claim 1, The method for automatically controlling a vehicle, wherein the vehicle is a dump truck for mining operations.

14. A vehicle control system for automatically controlling a vehicle, comprising: A zone control system; A collision prediction system, A brake control system. establishing at least a first zone and a second zone relative to a location of the vehicle by the zone control system; predicting a collision with an obstacle by the collision prediction system; automatically braking the vehicle in a first braking mode by the brake control system when a crash is predicted to occur in the first zone, and automatically braking the vehicle in a second braking mode by the brake control system when a crash is predicted to occur in the second zone; The vehicle has a first brake system and a second brake system. the first braking mode includes using only the first braking system to brake the vehicle; the second braking mode uses the first braking system and the second braking system to brake the vehicle; the first braking system is an electric retarder; the second brake system includes at least one service brake; the second zone includes a first subzone and a second subzone; The second braking mode is a first submode that is activated when a collision is predicted to occur in the first subzone; a second submode that is activated when a collision is predicted to occur in the second subzone; having the first sub-mode is a mode in which the first and second brake systems are used with maximum braking force, The second sub-mode is a mode in which the first brake system is used at a maximum braking force and the second brake system is used at a partial braking force. A vehicle control system capable of carrying out the method.

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