DE102021204225A1 - Vehicle and method for roadside assistance in automated vehicles - Google Patents

Abstract

The vehicle includes a communication module 3 designed to provide a data connection 4 to another vehicle, a diagnostic module 7 designed to detect errors in vehicle systems and a control command receiving unit 10 designed to receive control commands from another vehicle and send them via others To process vehicle components. Based on the vehicle described, a method for breakdown assistance in automated vehicles is proposed, with a data connection 4 being established between a breakdown vehicle 1 and an auxiliary vehicle 2, the auxiliary vehicle 2 diagnosing the vehicle systems of the breakdown vehicle and restoring the failed vehicle systems and/or the assistance vehicle accompanies the breakdown vehicle 1 as it continues its journey and controls it remotely via control commands.

Description

The invention relates to a vehicle and a method for breakdown assistance in vehicles driving in automated vehicles.

Autonomous vehicles have a trajectory detection and planning unit that replaces the driver's function. Your job is to capture the vehicle's surroundings, plan a trajectory for the vehicle and convert this into control commands. If the detection and planning unit fails due to a defect, for example a stone impact on a camera, the autonomous vehicle is no longer ready to drive. This scenario represents a breakdown that is characteristic of autonomous vehicles. In the same way, a conventional vehicle stops in a safe area, such as the hard shoulder or an emergency bay, in the event of a defect.

In the case of a classic vehicle, towing is an emergency measure to move a broken-down vehicle with a failed drive with the help of another roadworthy vehicle. Here, the broken-down vehicle is driven by the roadworthy vehicle with a tow rope or a rod. From the DE4133882A1 a method for automatically tracking a vehicle in the lane of a preceding vehicle is known. In this case, the control remains with the tracking vehicle, which detects the distance and the angle between the vehicles, for example, in order to independently derive control commands from this.

Proceeding from this, the object of the invention is to provide a particularly simple towing process for an autonomous vehicle that has broken down.

To solve the problem described, a vehicle and a method for breakdown assistance in automated vehicles are proposed.

The vehicle includes a communication module designed to provide a data connection to another vehicle, a diagnostic module designed to detect errors in vehicle systems and a control command receiving unit designed to receive control commands from another vehicle and to process them via other vehicle components. In particular, the communication unit includes a radio module that provides a wireless data connection to other communication units that are located in other vehicles, for example. Ideally, the data connection is encrypted. The communication unit is designed to enable the diagnostic unit to access external vehicle systems. For example, the communication unit is connected to the diagnostic unit in order to forward diagnostic requests to another vehicle or to receive diagnostic results. Furthermore, the communication unit is connected to a direct interface in order to communicate with other vehicles via a cable connection, for example, comparable to an OBD connector. The communication unit is designed in particular to connect the data transmission systems, for example the CAN bus, of at least two vehicles to one another.
The diagnostic unit is connected to the vehicle systems, in particular the vehicle control units. The diagnostic unit is designed to examine the vehicle systems of a vehicle for faults by accessing the fault memories of the vehicle systems via the electronic infrastructure (for example the CAN bus) and reading them out. Furthermore, the diagnostic unit is designed to access the vehicle systems of other vehicles and to diagnose them. Access to these external vehicle systems is implemented via the communication unit, for example. The diagnostic module provides a diagnostic report from the collected fault diagnoses.
The control command receiving unit is designed to receive and process external control commands, in particular driving instructions, from other vehicles. The processing includes, in particular, translating the external control commands into a form that the vehicle system can understand and forwarding the translated control commands to the corresponding vehicle systems, for example drive and control actuators or their assigned control units. In this way, in particular, remote control of the vehicle maneuvers is possible, with the remote control taking place via another vehicle.

The communication module is advantageously designed to provide a data connection to a central service platform.
The data connection is established in particular via a mobile radio connection, eg 4G. To do this, the communication module connects to a mobile radio access point near the vehicle. From the mobile access point there is a connection to the service platform or its server via the Internet. For example, the communication module sends service requests and/or diagnostic reports to the service platform. In particular, the communication module receives service orders and/or service information, for example with regard to the service duration.

The diagnostic module is preferably designed to correct errors in vehicle systems by restarting the system.
The diagnostic unit is designed to fix errors in vehicle systems, for example a non-responsive process. For example, the diagnostic unit is designed to reset faulty vehicle systems and to put them into the initial state.

The vehicle preferably includes a contact interface which is designed to exchange electrical energy and/or fuel and/or data between the vehicle and another vehicle.
In this context, contact interface means that the vehicles involved are physically connected to one another, for example via a plug connection. The plug connection connects the power and/or data electronics and/or the fuel systems of the vehicles involved. The transmission link is made, for example, with cables and/or hoses or pipelines. The transmission length can be varied using a roll-off or telescopic system, for example. If necessary, the transmission path is designed to be sufficiently stable, in particular, that a driving force can be transmitted with it, analogously to classic towing. This is realized, for example, with an additional steel cable.

The vehicle advantageously includes an induction interface in order to transmit electrical energy and/or data.
The induction interface enables the contactless transmission of electrical energy, which means that there is no need for mechanical coupling between the vehicles. In contrast to a mechanical connection, the coupling by induction is quicker and easier to establish and also to detach again. In particular, the interface is optically invisible, for example behind a cover integrated into the body. In another variant, the induction interface is on a cantilever system to increase the distance between the actual vehicles. Coupling by induction gives the vehicle combination a certain amount of leeway when it comes to the distance to be maintained. In addition, data transmission via near-field communication is also provided via the induction interface.

The above object is also achieved by a method according to claim 6. Advantageous embodiment variants are explained in the dependent claims.

To solve the problem described, a method for breakdown assistance in automated vehicles is proposed, with a data connection being established between a breakdown vehicle and an auxiliary vehicle, the auxiliary vehicle diagnosing the vehicle systems of the breakdown vehicle and restoring the failed vehicle systems and/or the auxiliary vehicle repairing the breakdown vehicle when continuing to drive accompanied and controlled remotely via control commands.
After the breakdown vehicle has been determined to be inoperable and is therefore unable to continue driving, the breakdown vehicle's diagnostic unit creates a diagnostic report on the vehicle systems. This diagnostic report contains the condition of the vehicle systems, in particular with regard to the roadworthiness of the broken-down vehicle and its location. The breakdown vehicle sends the diagnosis report to a service platform, which evaluates it.
The service platform is provided via a cloud service, for example. If the vehicle is no longer able to create or send a diagnostic report, the driver can transmit a diagnostic report to the service platform via a mobile phone, for example. The transmission takes place, for example, via a smartphone application or via a classic telephone call with the service platform.
Based on the diagnosis report, the service platform sends a service call to an intact vehicle suitable for carrying out the procedure, which then drives to the location of the breakdown vehicle as an assistance vehicle. Vehicles according to claim 1 are technically able to act as support vehicles. In addition, special vehicles can also be implemented that have special capabilities, such as an above-average battery, insofar as this is necessary. At the location of the breakdown vehicle, the assistance vehicle establishes a data connection with the breakdown vehicle. The data transmission is preferably encrypted. The data link provides the assistance vehicle with access to the vehicle systems of the breakdown vehicle.
In a first variant, the assistance vehicle analyzes the vehicle systems of the breakdown vehicle via the data connection, in particular with regard to malfunctions. If possible, the assistance vehicle eliminates these malfunctions and restores the function of the breakdown vehicle's vehicle systems. If all systems necessary for operability can be restored, the deployment is over.
In another variant, systems of the breakdown vehicle that are required for autonomous driving cannot be restored. In this case, the assistance vehicle takes over failed functions, for example by transmitting control commands to the breakdown vehicle. If, for example, the detection and planning unit for the trajectory of the broken-down vehicle has failed, the assistance vehicle takes over determining the trajectory of the broken-down vehicle and transmits the resulting control commands to it via the data connection. It is thus possible for the breakdown vehicle and the assistance vehicle to continue driving together. If the failed vehicle functions cannot be provided by the auxiliary vehicle, for example if the steering actuator hardware is defective, the only solution is classic towing or recovery.

The assistance vehicle preferably uses the data connection to access the control units of the breakdown vehicle that are relevant to the operability.
Control units that are relevant for the operability are essential for the movement of the vehicle, such as a drive control unit or a steering control unit. The assistance vehicle can use this access to diagnose the vehicle systems of the broken-down vehicle, for example by reading out the fault memory of the individual systems. From the error messages received, the support vehicle carries out troubleshooting routines on the affected vehicle systems in order to fix the errors. Vehicle systems that are not responding are reset to their initial state by means of a system restart, for example.

The auxiliary vehicle advantageously provides energy and/or driving force for the breakdown vehicle 1 .
If the breakdown vehicle's power supply fails, it is restored by the assistance vehicle. This affects the power supply of the control units and/or the power electronics of the drive. For this purpose, the auxiliary vehicle has an energy store for electrical energy. This can be the vehicle battery or a separate battery. The transfer of energy from the emergency vehicle to the breakdown vehicle takes place via a plug connection or without contact, for example via induction. The transmitted energy is used in particular to analyze and restore the vehicle systems of the broken-down vehicle. If the breakdown vehicle's own energy supply cannot be restored, the transmitted energy is also made available for the breakdown vehicle's drive unit so that it regains its operability. If it is not possible to continue driving with your own drive unit, a driving force is transmitted via the contact interface, analogous to classic towing. In contrast to classic towing, no driver is required in the breakdown vehicle, since the control commands are transmitted by the assistance vehicle.

The assistance vehicle preferably establishes the data and/or energy connection to the breakdown vehicle independently.
The roadside assistance procedure runs automatically at the breakdown site without human intervention. The switching of the radio connection and the radio key exchange between the breakdown vehicle and the assistance vehicle takes place, for example, with the help of the service platform. If, for example, no radio connection is possible due to a lack of energy supply to the breakdown vehicle, after the assistance vehicle has arrived at the breakdown vehicle, the energy supply to the breakdown vehicle is restored by the assistance vehicle positioning itself independently on the breakdown vehicle in such a way that a direct energy connection to the breakdown vehicle is ensured via the contact interface or by induction is. The positioning is carried out by the detection and planning unit of the auxiliary vehicle. A direct connection here means, for example, a plug connection or energy transmission by induction. The direct connection allows both communication and energy transfer between the breakdown vehicle and the emergency vehicle. A driving force, analogous to a tow rope, may also be transmitted via the physical connection, which is realized, for example, via a plug connection.

Advantageously, the roadside assistance is centrally coordinated by a service platform, including recording the roadside assistance request, evaluating the roadside assistance request, selecting and dispatching the assistance vehicle and possibly further communication between those involved in the process.
The service platform communicates with the vehicles participating in the process via a cloud service, for example. The service platform receives roadside assistance requests and diagnostic reports from breakdown vehicles. The service platform evaluates these inquiries and uses the diagnostic report in particular to create a roadside assistance strategy. The service platform then selects a suitable vehicle, which is directed to the location of the breakdown vehicle for the purpose of roadside assistance. The suitability of the vehicle as an assistance vehicle depends in particular on its own location, its capabilities for automated roadside assistance and the current order status. The order status determines, for example, whether a vehicle is currently making an urgent journey or is waiting for a driving order and is therefore more suitable.

The invention is explained using exemplary embodiments by means of figures.

• 1 Fahrzeuge zur Pannenhilfe bei einem betriebsunfähigen Fahrzeug 1 durch ein intaktes Fahrzeug 2.

It shows:

• 1 Roadside assistance vehicles for an inoperable vehicle 1 by an intact vehicle 2.

1 shows a schematic representation of an inoperable breakdown vehicle 1 and an intact support vehicle 2. The vehicles 1 and 2 shown are in particular (fully/partially) automatic tized moving vehicles. The vehicles 1 and 2 ideally have the same devices 3, 7, 8 and 9, so that in principle any breakdown vehicle can also act as an assistance vehicle and vice versa. The same device means here that the devices have equivalent hardware with an equivalent range of functions, but do not have to have an identity in terms of hardware or software. If an explicit device is designated in the breakdown vehicle, the reference number is extended by an "a". If the explicit device in the support vehicle is designated, the reference symbol is extended by a “b”.

The assistance vehicle 2 includes a communication unit 3b which establishes a secure data connection 4 to a further communication unit 3a of the breakdown vehicle 1 . Furthermore, each of the communication units 3 is designed to establish a data connection 4 to a service platform 5 . The communication units 3 and the service platform 5 are designed to exchange data via data connections 4 . The data connections 4 are implemented as radio connections, at least in sections. The service platform 5 is a central control and switching center that is preferably formed by a program that runs on a server.

The service platform 5 accepts a request from the breakdown vehicle 1 for breakdown assistance and forwards an order for breakdown assistance to an assistance vehicle 2 . A request can also be made in a conventional way by a person 6, for example via a telephone call to a hotline or an app on a mobile device. The data connection 4 takes place accordingly between the mobile terminal device and the service platform 5. As a result, a request can be made to the service platform 5 even if the communication unit is defective.

Furthermore, the vehicles include a diagnostic unit 7, which is connected to the other vehicle systems. The diagnosis unit 7 is capable of examining both the vehicle systems of one's own vehicle and the vehicle systems of other vehicles for faults and creating a diagnosis report. The diagnostic unit 7b can also access external vehicle systems of the breakdown vehicle 1 via the communication unit 3b. If there is a breakdown, the diagnosis report is transmitted to the service platform 5 via the communication unit 3 . The service platform 5 uses the diagnostic report to coordinate roadside assistance, e.g. to request a recovery vehicle.

Furthermore, the vehicles 1 and 2 each have an interface 8. By coupling the interfaces 8a and 8b of the vehicles 1 and 2, it is possible to transfer energy, for example in the form of electric current, from the auxiliary vehicle 2 to the breakdown vehicle 1. Vehicles 1 and 2 are coupled, for example, via a cable and a plug connection. The interface 8 is connected to the energy store 9 and/or the electrical energy supply system of the vehicle 1 or 2, as a result of which the transmitted energy can either be stored and/or used directly in the breakdown vehicle 1. Alternatively, the interface is designed to transfer liquid and gaseous energy carriers from the auxiliary vehicle 1 to the breakdown vehicle 2 and vice versa. If the cause of the breakdown is a lack of fuel, hydrogen, petrol or diesel, for example, is transferred as an energy source in a type of refueling process.

In one variant, the coupling of the interfaces 8a and 8b is additionally or alternatively designed as a towing device analogous to a tow rope, as a result of which a driving force is transmitted from the auxiliary vehicle 2 to the breakdown vehicle 1 . Consequently, two cases must be distinguished with regard to energy transfer. In the first case, the energy is stored in the broken-down vehicle, with energy only having to be transferred once before the start of the journey. In the second case, the energy is made available continuously during the towing process. In addition to providing energy, the auxiliary vehicle 2 can also provide control commands, such as steering and/or braking commands, via the data connection 4 . The provision of the control commands by the assistance vehicle 2 makes it possible for the breakdown vehicle 1 to regain its operability as part of roadside assistance or at least to restore it for a limited period of time and drive to a workshop together with the assistance vehicle 2 . This is done in particular without a driver. The coupling between the two vehicles 1 and 2 via a radio connection represents a kind of virtual tow rope, which is essential for the movement of the breakdown vehicle but, in contrast to the classic tow rope, does not require a driver in the breakdown vehicle.

2 shows an exemplary process sequence for roadside assistance, with some of the process steps V1 - V9 being optional. The trigger for the method is the inoperability or limited functionality of the breakdown vehicle 1, which makes it impossible to continue driving. A safe state is established in a first method step V1. This is done, for example, by parking the vehicle in a safe area, for example on the hard shoulder at the edge of the road. The diagnostic unit 7a of the broken-down vehicle 1 then carries out a self-diagnosis on the vehicle systems of the vehicle in step V2 Breakdown vehicle 1 through. The reason for the inoperability is determined. In method step V3, the diagnosis data are transmitted from the diagnosis unit 7a to the communication unit 3a of the breakdown vehicle 1. The diagnosis data are transmitted to the service platform 5 together with location data as a service request via a radio link. If the communication unit 3a of the breakdown vehicle 1 has failed, a natural person 6 sends a service request to the service platform 5 as an alternative to step V3. In method step V5, the service platform 5 then sends an assistance vehicle 2 as part of a service order to the location of the breakdown vehicle 1 and reports the expected arrival time of the assistance vehicle to the breakdown vehicle. After arriving at the breakdown vehicle 1, the communication units 3 set up a radio link between the vehicles 1 and 2 in a method step V6. If this is not possible because the communication unit 3 of the breakdown vehicle 1 is not operational, for example due to a power failure, the assistance vehicle 2 connects to the breakdown vehicle 1 via the interface 8 in order to supply it with energy in method step V7. If the two vehicles 1 and 2 are connected to one another, the assistance vehicle 2 has access to the vehicle systems of the breakdown vehicle 1 and, in method step V8, checks them with its diagnostic unit 7b in order to localize malfunctions. If the assistance vehicle 2 can compensate for the malfunctions of the breakdown vehicle 1 with its own systems, it makes these available to the breakdown vehicle 1 in a method step V9 in the form of control commands. One example is the failure of a camera for environment detection. As a result, it is no longer possible for the breakdown vehicle 1 to recognize its surroundings and determine its trajectory. In this case, according to the method, the assistance vehicle 2 determines the trajectory for the breakdown vehicle 1 and transmits the associated control commands via the data connection 4 to the control command receiving unit of the breakdown vehicle 1, which executes the control commands using appropriate actuators, such as steering and acceleration actuators. This makes it possible for the two vehicles to drive together to the next workshop in a method step V10 as a virtual towing association.

reference list

1

breakdown vehicle

2

support vehicle

3a

Communication unit of the breakdown vehicle

3b

Communication unit of the support vehicle

4

Data Connection

5

service platform

6

natural person

7a

Diagnostic unit of the breakdown vehicle

7b

Diagnostic unit of the support vehicle

8a

Connection interface of the breakdown vehicle

8b

Coupling interface of the support vehicle

9a

Energy storage of the breakdown vehicle

9b

Energy storage of the auxiliary vehicle

10a

Control command receiving unit of the broken down vehicle

10b

Control command receiving unit of the support vehicle

V1

Broken down vehicle establishes a safe vehicle condition

v2

Breakdown vehicle carries out self-diagnosis

V3

Breakdown vehicle sends breakdown assistance request to service platform

V4

alternative, manual roadside assistance request

V5

Service platform sends roadside assistance order to support vehicle

V6

Support vehicle establishes data connection between the vehicles

V7

The auxiliary vehicle produces the energy supply for the breakdown vehicle

V8

Assistance vehicle carries out external diagnosis on the breakdown vehicle

V9

Assistance vehicle provides vehicle functions for breakdown vehicle

V10

The breakdown vehicle continues its journey together with the assistance vehicle

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 4133882 A1 [0003]

Claims (10)

vehicle comprising, - a communication module, designed to provide a data connection with another vehicle, - A diagnostic module designed to detect errors in vehicle systems and - A control command receiving unit, which is designed to receive control commands from another vehicle and to process them via other vehicle components. vehicle after claim 1 , characterized in that the communication module is designed to provide a data connection to a central service platform. vehicle after claim 1 , characterized in that the diagnostic module is designed to fix errors in vehicle systems by restarting the system. vehicle after claim 1 , characterized in that a contact interface is designed to exchange electrical energy and/or fuel and/or data and/or a driving force between the vehicle and another vehicle. vehicle after claim 1 , characterized in that it has an induction interface to exchange electrical energy and / or data between two vehicles. Automated vehicle roadside assistance method, wherein - a data connection 4 is established between a breakdown vehicle 1 and an auxiliary vehicle 2, - The assistance vehicle 2 diagnoses the vehicle systems of the breakdown vehicle 1 and - Restores the failed vehicle systems and/or the assistance vehicle 2 accompanies the breakdown vehicle 1 as it continues its journey and controls it remotely via control commands. procedure after claim 6 , characterized in that the assistance vehicle 2 uses the data connection 4 to access the control units of the breakdown vehicle 1 which are relevant for the operability. procedure after claim 6 , characterized in that the auxiliary vehicle 2 provides energy and/or driving force for the breakdown vehicle 1 . procedure after claim 6 , characterized in that the assistance vehicle 2 independently establishes a data and/or energy connection to the breakdown vehicle 1 . procedure after claim 6 , characterized in that the roadside assistance is coordinated centrally by a service platform 5, including recording the roadside assistance request, evaluating the roadside assistance request, selecting and dispatching the assistance vehicle 2 and possibly further communication between the parties involved in the process.

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