U.S. patent application number 15/937525 was filed with the patent office on 2018-10-04 for independent steering, power torque control and transfer in vehicles.
The applicant listed for this patent is Zoox, Inc.. Invention is credited to Timothy David Kentley-Klay.
Application Number | 20180281599 15/937525 |
Document ID | / |
Family ID | 58638011 |
Filed Date | 2018-10-04 |
United States Patent
Application |
20180281599 |
Kind Code |
A1 |
Kentley-Klay; Timothy
David |
October 4, 2018 |
Independent Steering, Power Torque Control and Transfer in
Vehicles
Abstract
Systems, apparatus and methods to multiple levels of redundancy
in torque steering control and propulsion control of an autonomous
vehicle include determining that a powertrain unit of the
autonomous vehicle is non-operational and disabling propulsion
operation of the non-operational powertrain unit and implementing
torque steering operation in another powertrain unit while
propelling the autonomous vehicle using other powertrain units that
are configured to implement torque steering operation and
propulsion operation.
Inventors: |
Kentley-Klay; Timothy David;
(Stanford, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Zoox, Inc. |
Menlo Park |
CA |
US |
|
|
Family ID: |
58638011 |
Appl. No.: |
15/937525 |
Filed: |
March 27, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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14757015 |
Nov 5, 2015 |
10000124 |
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15937525 |
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14932958 |
Nov 4, 2015 |
9494940 |
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14757015 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 2710/08 20130101;
B60W 10/08 20130101; B60W 2510/08 20130101; Y02T 10/64 20130101;
B60W 30/18 20130101; B60W 10/18 20130101; B60R 2021/01272 20130101;
B60W 10/20 20130101; B60L 15/20 20130101; B60W 2710/18 20130101;
B60W 30/02 20130101; B60W 2050/0295 20130101; Y02T 10/645 20130101;
B62D 15/027 20130101; G05D 1/0077 20130101; B60W 2710/20 20130101;
Y02T 10/72 20130101; B60Y 2200/91 20130101; B60N 2/002 20130101;
B62D 9/002 20130101; G05D 1/0088 20130101; B60L 15/2036 20130101;
B60W 10/184 20130101; G05D 2201/0213 20130101; Y02T 10/7275
20130101; B60W 50/023 20130101; B60L 3/0092 20130101; B60W 2900/00
20130101 |
International
Class: |
B60L 3/00 20060101
B60L003/00; G05D 1/00 20060101 G05D001/00; B60N 2/00 20060101
B60N002/00; B60W 10/08 20060101 B60W010/08; B60W 10/18 20120101
B60W010/18; B60W 10/184 20120101 B60W010/184; B60W 10/20 20060101
B60W010/20; B60W 30/02 20120101 B60W030/02; B60W 30/18 20120101
B60W030/18; B60W 50/023 20120101 B60W050/023; B60L 15/20 20060101
B60L015/20; B62D 15/02 20060101 B62D015/02; B62D 9/00 20060101
B62D009/00 |
Claims
1-14. (canceled)
15. A method performed by one or more processors, the method
comprising: determining a non-operational state of a first
powertrain unit of an autonomous vehicle; determining an
operational state of a second powertrain unit of the autonomous
vehicle; disabling, based at least in part on the non-operational
state of the first powertrain unit, at least one of a propulsion
operation or a torque steering operation of the first powertrain
unit; and enabling a torque steering operation of the second
powertrain unit; and causing, based at least in part on the torque
steering operation, the autonomous vehicle to follow a
trajectory.
16. The method of claim 15, wherein: the torque steering operation
of the second powertrain unit comprises introducing a yaw on the
autonomous vehicle based, at least in part, on a change in a wheel
speed associated with the second powertrain unit, and the
trajectory is a safe-stop trajectory.
17. The method of claim 15, wherein the disabling the at least one
of a propulsion operation or a torque steering operation of the
first powertrain unit comprises: disabling a propulsion operation
of the first powertrain unit.
18. The method of claim 17, further comprising: determining an
operational state of a third powertrain unit; and disabling a
propulsion operation of the third powertrain unit.
19. The method of claim 18, wherein: the first powertrain unit is
located on a first side of the autonomous vehicle; the second
powertrain unit is located on a second side of the autonomous
vehicle, the second side opposite the first side; and the third
powertrain unit is located on the second side.
20. The method of claim 19, wherein: the first side is a first end
of the autonomous vehicle; the second side is a second end of the
autonomous vehicle; and the method further comprises: determining
that the autonomous vehicle is travelling in a first direction; and
the causing the autonomous vehicle to follow the trajectory
comprises: causing the autonomous vehicle to move in a second
direction, the second direction substantially opposite the first
direction.
21. The method of claim 15, wherein: the torque steering operation
of the second powertrain unit comprises creating a yaw moment on
the autonomous vehicle by adjusting a speed of a wheel associated
with the second powertrain unit, and adjusting the speed of the
wheel comprises one or more of: applying braking of the wheel; or
adjusting a speed of an electric motor associated with the
wheel.
22. A vehicle comprising: a first powertrain unit; a second
powertrain unit; and one or more controllers to: determine a
non-operational state of the first powertrain unit; determine an
operational state of the second powertrain unit; disable, based at
least in part on the non-operational state of the first powertrain
unit, a propulsion operation of the first powertrain unit; and
enable a torque steering operation of the second powertrain unit to
create a yaw moment; and control, based at least in part on the
torque steering operation of the second powertrain unit, the
vehicle to follow a trajectory.
23. The vehicle of claim 22, the one or more controllers further
to: determine an operational state of a third powertrain unit; and
enable a torque steering operation of the third powertrain unit;
wherein to control the vehicle to follow the trajectory, the one or
more controllers are to control the vehicle based at least in part
on the torque steering operation of the third powertrain unit.
24. The vehicle of claim 23, wherein: the first powertrain unit is
located on a first side of the vehicle; the second powertrain unit
is located on a second side of the vehicle, the second side
opposite the first side; and the third powertrain unit is located
on the second side.
25. The vehicle of claim 22, wherein the torque steering operation
of the second powertrain unit comprises causing the yaw moment at a
wheel associated with the second powertrain unit by one or more of:
causing a reduction in rotational speed of the wheel; or changing a
speed of an electric motor associated with the wheel.
26. The vehicle of claim 25, wherein causing the reduction in
rotational speed of the wheel comprises: causing the second
powertrain unit to implement regenerative braking.
27. The vehicle of claim 22, wherein: the vehicle comprises an
autonomous vehicle; the trajectory is a safe-stop trajectory for
the autonomous vehicle; and the one or more controllers are further
to: control, based at least in part on the safe-stop trajectory,
navigation of the autonomous vehicle to a safe stop location.
28. The vehicle of claim 22, wherein: the vehicle comprises an
autonomous vehicle, and the one or more controllers are further to
determine the trajectory.
29. A system comprising: one or more processors; and one or more
non-transitory computer-readable media storing instructions that,
when executed by the one or more processors, cause the one or more
processors to perform operations comprising: determining a
non-operational state of a first powertrain unit of a vehicle;
determining an operational state of a second powertrain unit of the
vehicle; disabling a propulsion operation of the first powertrain
unit; enabling a torque steering operation of the second powertrain
unit; and controlling, based at least in part on the torque
steering operation of the second powertrain unit, the vehicle to
follow a trajectory.
30. The system of claim 29, wherein the trajectory is a safe-stop
trajectory, and the operations further comprise determining the
safe-stop trajectory, based at least in part on determining the
non-operational state of the first powertrain unit and the
operational state of the second powertrain unit.
31. The system of claim 29, wherein: the system further comprises a
third powertrain unit; and the operations further comprise:
determining an operational state of the third powertrain unit; and
disabling a propulsion operation of the third powertrain unit.
32. The system of claim 31, wherein the first and second powertrain
units are on a first side of the vehicle, and the third powertrain
unit is on a second side of the vehicle.
33. The system of claim 29, wherein the torque steering operation
of the second powertrain unit comprises: causing a reduction in
rotational speed of a wheel associated with the second powertrain
unit to change a steering vector of the wheel by a yaw moment
created by the reduction in rotational speed of the wheel.
34. The system of claim 33, wherein the causing the reduction in
rotational speed of the wheel associated with the second powertrain
unit comprises: causing the second powertrain unit to implement
regenerative braking.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This is a continuation application which claims priority to
commonly assigned, co-pending U.S. patent application Ser. No.
14/757,015, filed Nov. 5, 2015, which is a continuation-in-part of
U.S. patent application Ser. No. 14/932,958 filed Nov. 4, 2015, and
issued as U.S. Pat. No. 9,494,940 on Nov. 15, 2016. application
Ser. Nos. 14/757,015, 14/932,958 and U.S. Pat. No. 9,494,940 are
fully incorporated herein by reference.
FIELD
[0002] Embodiments of the present application relate generally to
methods, systems and apparatus associated with drive operations of
robotic vehicles.
BACKGROUND
[0003] Autonomous vehicles that lack adequate redundancy in drive
systems of the vehicle may not be able to continue drive operations
when one or more components of the drive system fail or are
otherwise inoperative. In some examples, drive operations must be
terminated, potentially stranding passengers being transported by
the vehicle. Ideally, an autonomous vehicle ought to incorporate
redundancy in drive systems that will allow the vehicle to continue
drive operations, or at a minimum continue drive operations for a
limited amount of time until the vehicle may be safely taken out of
operation.
[0004] Accordingly, there is a need for redundancy in systems,
apparatus and methods for implementing driverless robotic
vehicles.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] Various embodiments or examples ("examples") are disclosed
in the following detailed description and the accompanying
drawings:
[0006] FIG. 1 depicts a diagram of one example of implementation of
torque steering in an autonomous vehicle, according to some
examples;
[0007] FIG. 2A depicts a diagram of powertrain in an autonomous
vehicle that implements torque steering, according to some
examples;
[0008] FIG. 2B depicts a diagram of a torque steering mechanism of
an autonomous vehicle, according to some examples;
[0009] FIGS. 3A-3D depict examples of torque steering in an
autonomous vehicle in which at least one powertrain unit is in a
non-operational state, according to some examples;
[0010] FIGS. 4A-4D depict additional examples of torque steering in
an autonomous vehicle in which at least one powertrain unit is in a
non-operational state, according to some examples;
[0011] FIG. 5 depicts a diagram of another example of
implementation of torque steering in an autonomous vehicle,
according to some examples;
[0012] FIG. 6 depicts a flow chart of implementation of torque
steering in an autonomous vehicle, according to some examples;
[0013] FIG. 7 depicts another flow chart of implementation of
torque steering in an autonomous vehicle, according to some
examples; and
[0014] FIG. 8 depicts yet another flow chart of implementation of
torque steering in an autonomous vehicle, according to some
examples.
[0015] Although the above-described drawings depict various
examples of the invention, the invention is not limited by the
depicted examples. It is to be understood that, in the drawings,
like reference numerals designate like structural elements. Also,
it is understood that the drawings are not necessarily to
scale.
DETAILED DESCRIPTION
[0016] Various embodiments or examples may be implemented in
numerous ways, including as a system, a process, a method, an
apparatus, a user interface, software, firmware, logic, circuity,
or a series of executable program instructions embodied in a
non-transitory computer readable medium. Such as a non-transitory
computer readable medium or a computer network where the program
instructions are sent over optical, electronic, or wireless
communication links and stored or otherwise fixed in a
non-transitory computer readable medium. Examples of a
non-transitory computer readable medium includes but is not limited
to electronic memory, RAM, DRAM, SRAM, ROM, EEPROM, Flash memory,
solid-state memory, hard disk drive, and non-volatile memory, for
example. One or more non-transitory computer readable mediums may
be distributed over a number of devices. In general, operations of
disclosed processes may be performed in an arbitrary order, unless
otherwise provided in the claims.
[0017] A detailed description of one or more examples is provided
below along with accompanying figures. The detailed description is
provided in connection with such examples, but is not limited to
any particular example. The scope is limited only by the claims and
numerous alternatives, modifications, and equivalents are
encompassed. Numerous specific details are set forth in the
following description in order to provide a thorough understanding.
These details are provided for the purpose of example and the
described techniques may be practiced according to the claims
without some or all of these specific details. For clarity,
technical material that is known in the technical fields related to
the examples has not been described in detail to avoid
unnecessarily obscuring the description.
[0018] FIG. 1 depicts a diagram 150 of one example of
implementation of torque steering in an autonomous vehicle,
according to some examples. In diagram 150, autonomous vehicle 100
may include one or more autonomous vehicle controllers 130 in
communication 131 with powertrain units 101-104 being configured to
implement torque steering and/or propulsion for autonomous vehicle
100, one or more power sources 140 (e.g., one or more batteries)
electrically coupled 141 with powertrain units 101-104. Each
powertrain unit may include a connector 132 being configured to
electrically couple signals and/or data with power source 140
(e.g., a high voltage connection to a battery) and with vehicle
controller 130, an electric motor (not shown), an axle 134 (e.g., a
half-shaft including CV joints), a brake 136 (e.g., a disc or drum
brake) coupled with the axle 134 and a wheel 137 coupled with the
axle 134. Each powertrain unit (e.g., 101-104) may be configured to
implement torque steering of its respective wheel 137 by a yaw
moment created by changing a rotational speed of the wheel 137. For
example, the rotational speed may be changed by changing a speed of
an electric motor coupled with the axle 134, by applying the brake
136, or by regenerative braking applied by the electric motor. A
change in the steering vector 121-124 of each wheel 137 while
torque steering is being implemented need not be the same for each
wheel 137 and the steering vectors 121-124 may vary or may be the
same, for example.
[0019] A failure in one or more of the components or other related
systems, hardware, software, etc. associated with one or more of
the powertrain units 101-104 may be detected or otherwise
determined by AV controller 130 and AV controller 130 may cause one
or more of the powertrain units 101-104 to be disabled for
propulsion (e.g., disconnect power to its electric motor), for
torque steering or both, for example.
[0020] Autonomous vehicle 100 may be configured in one or more
sections (e.g., quad-sections or half-sections) as denoted by
sections 1-4. The sections that constitute the autonomous vehicle
100 may be connected to one another to form the autonomous vehicle
100, as described in U.S. patent application Ser. No. 14/932,958
filed Nov. 4, 2015 entitled "Quadrant Configuration of Robotic
Vehicles," which is hereby incorporated by reference in its
entirety for all purposes. Autonomous vehicle 100 may be configured
for bi-directional travel as denoted by arrow 190. Autonomous
vehicle 100 may not have a front or a rear, and may instead have a
first end 111 and a second end 112 that is opposite the first end
111.
[0021] FIG. 2A depicts a diagram 200 of powertrain in an autonomous
vehicle that implements torque steering, according to some
examples. In diagram 200, each powertrain unit (101-104) may
include an electric motor 220 (e.g., an AC or DC motor). The motor
220 may be coupled with the axle 134, the axle 134 may constitute a
half-shaft having a first CV joint 221 positioned proximate the
motor 220 and a second CV joint 227 positioned proximate the wheel
137. In diagram 200, the brake 136 may be positioned at various
locations along axle 134, such as within wheel 137, for example. A
rotation point 227 of CV joint 223 is positioned to coincide with a
pivot point of a kingpin, a steering knuckle or the like (not
shown) that is inset a distance D1 from a center point 225 of wheel
137 such that a yaw moment about rotation point 227 may be created
to cause torque steering of the wheel 137 by changes in rotational
speed of the wheel 137 (e.g., via motor 220, brake 136,
regenerative braking, etc.).
[0022] FIG. 2B depicts a diagram 260 of a torque steering mechanism
of an autonomous vehicle, according to some examples. In diagram
260, a torque steering mechanism 250 (e.g., a kingpin, a steering
knuckle or the like) may be positioned relative to CV joint 223 so
that the above described rotation point 227 is aligned with a
rotation point or center point of the CV joint 223 and with the
rotation point 227 inset by the distance D1 from the center point
225 of wheel 137, for example. Steering mechanism 250 may be
configured to couple with a mechanical link 252 that is coupled
with the steering mechanism of another powertrain unit (not shown)
as will be described below in reference to FIGS. 4A-5. The
mechanical link 252 may be configured to move in a direction
indicated by arrow 255 in response to torque steering of one or
more of the wheels 137.
[0023] FIGS. 3A-3D depict examples 300-390 of torque steering in an
autonomous vehicle in which at least one powertrain unit is in a
non-operational state, according to some examples. In example 300,
powertrain unit 101 may be determined to be in a non-operational
state (e.g., due to failure of one or more components of powertrain
unit 101, non-responsive to commands from AV controller 130, loss
of power continuity with power source 140, etc.). The AV controller
130 may detect or otherwise determine that powertrain unit 101 is
in the non-operational state and may further determine that
powertrain unit 102 (e.g., positioned at the same end, the first
end 111 of the vehicle 100) is in an operational state. To prevent
unintended yaw moments in wheel 137 of powertrain unit 102 that may
be caused by applying power to its motor (see 220 in FIG. 2A), the
AV controller 130 may disable propulsion operation of powertrain
unit 102. In example 300, torque steering operation of powertrain
unit 102 may be enabled by the AV controller 130 to cause a yaw
moment in wheel 137 due to a change in rotational speed of the
wheel 137 of powertrain unit 102. The change in rotational speed of
the wheel 137 of powertrain unit 102 may be implemented by the AV
controller 130 causing the brake 136 to be applied or otherwise
actuated (e.g., electrically actuated, mechanically actuate,
hydraulically actuated, pneumatically actuated or
electromechanically actuated), for example. In other examples,
torque steering of the wheel 137 of powertrain unit 102, or of
another powertrain unit, may be implemented by activating
regenerative braking of its respective motor (see 220 in FIG.
2A).
[0024] In example 300, AV controller 130 may further determine an
operational state of powertrain units 103 and 104 (e.g., located at
the second end of vehicle 100). AV controller 130 may, upon
determining the operational state of powertrain units 103 and 104,
enable propulsion operation of the powertrain units 103 and 104.
The autonomous vehicle 100 may be propelled (e.g., along its
computed path or trajectory) using the propulsion provided by
powertrain units 103 and 104 and may be torque steered by
powertrain unit 102. Non-operational powertrain unit 101 may be
disabled, by AV controller 130, from propulsion operation and
torque steer operation in the example 300.
[0025] AV controller 130 may, upon determining the operational
state of powertrain units 103 and 104, enable torque steering
operation of by powertrain units 103 and 104 along with enabling of
propulsion operation of the powertrain units 103 and 104, for
example. In example 300, AV controller 130 may command travel of
the autonomous vehicle 100 with the first end 111 moving in the
direction indicated by arrow 301, or may command travel of the
autonomous vehicle 100 with the second end 112 moving in the
direction indicated by arrow 302, for example.
[0026] In example 350, AV controller 130 may determine that
powertrain units 101 and 102 (e.g., at the first end 111) are in a
non-operational state and may disable propulsion operation and
torque steer operation of powertrain units 101 and 102. In example
350, AV controller 130 may determine that powertrain units 103 and
104 are in an operational state and may enable propulsion operation
and torque steer operation of powertrain units 103 and 104. Further
to example 350, the AV controller 130 may control the propulsion
and/or the torque steer operation of powertrain units 103 and 104
to navigate the autonomous vehicle 100 along a safe-stop trajectory
that will position the vehicle 100 at a safe location for its
passengers and/or the vehicle 100, for example. In the example 350,
the AV controller 130 may allow for continued autonomous operation
of the vehicle 100 for a limited time until the vehicle 100 arrives
at the destination location for the safe-stop trajectory, at which
time, driving operation of the vehicle 100 may be autonomously
terminated (e.g., in the interest of safety of the passengers,
pedestrians, other vehicles, etc.).
[0027] Examples 370 and 390 depict alternative scenarios where the
AV controller 130 has determined that powertrain units on one side
of the vehicle 100 are in a non-operational state (e.g., powertrain
units 101 and 103 in example 370 or powertrain units 102 and 104 in
example 390), and the powertrain units on the other side of the
vehicle 100 are in an operational state (e.g., powertrain units 102
and 104 in example 370 or powertrain units 101 and 103 in example
390). AV controller 130 may disable propulsion operation of the
powertrain units that are in the non-operational state and may
enable propulsion operation of the powertrain units that are in the
operational state. In other examples, the AV controller 130 may
disable propulsion operation of the powertrain units that are in
the operational state. Further to examples 370 and 390, the AV
controller 130 may enable torque steering operation of the
powertrain units that are in the operational state and may navigate
the autonomous vehicle 100 along a safe-stop trajectory as
described above.
[0028] FIGS. 4A-4D depict additional examples 400-490 of torque
steering in an autonomous vehicle in which at least one powertrain
unit is in a non-operational state, according to some examples. In
examples 400-490, the powertrain units (101, 102) at the first end
111 of the vehicle 100, the powertrain units (103, 104) at the
second end 112 of the vehicle 100, may include a mechanical link
252 (e.g., an Ackerman link) as describe above in FIG. 2B. In
examples 400-490, the powertrain units in operational states and in
non-operational states are the same as described above in reference
to FIGS. 3A-3D; however, a powertrain unit enabled for torque
steering operation by the AV controller 130 may cause, via the
mechanical link 252, the wheel 137 of the other powertrain unit
coupled with the mechanical link 252 to be steered at a steering
vector that may the same or may be different than that of the wheel
137 being enabled for torque steering operation.
[0029] FIG. 5 depicts a diagram 500 of another example of
implementation of torque steering in an autonomous vehicle,
according to some examples. In diagram 500, a power steering unit
501, 502 or both may be coupled with the mechanical link 252. For
example, the power steering unit (501, 502) may be an electrical
power steering (EPS) unit or an electric power assisted steering
(EPAS) unit that is coupled 541 with the power source 140 and
coupled 531 with the AV controller 130. The power steering unit
(501, 502) may be coupled with its respective mechanical link 252
(e.g., an Ackerman link) via a rack-and-pinion or other forms of
mechanical linkage, for example. In diagram 500, the power steering
unit (501, 502) may be configured for steering operation during low
speed maneuvers by the autonomous vehicle, such as in parking the
vehicle 100, while maneuvering in a parking lot or maneuvering in
the presence of a large number of pedestrians, for example. The
power steering unit (501, 502) may be configured to apply a
steering force in a range from about 2 Nm to about 5 Nm, for
example.
[0030] FIG. 6 depicts a flow chart 600 of implementation of torque
steering in an autonomous vehicle, according to some examples. At a
stage 602, a first powertrain unit of an autonomous vehicle may be
determined to be in a non-operational state. At a stage 604, a
second powertrain unit of the autonomous vehicle may be determined
to be in an operational state. At a stage 606, propulsion operation
of the second powertrain unit of the autonomous vehicle may be
disabled. At a stage 608, torque steering operation of the second
powertrain unit of the autonomous vehicle may be enabled. At a
stage 610 a determination may be made as to whether or not the flow
chart 600 is done. If a YES branch is taken, the flow chart 600 may
terminate. If a NO branch is taken, then flow chart 600 may
transition to a stage 612 where an operational state of a third
powertrain unit and a fourth powertrain unit of the autonomous
vehicle may be determined. At a stage 614, propulsion operation of
the third powertrain unit and the fourth powertrain unit of the
autonomous vehicle may be enabled. At a stage 616, torque steering
operation of the third powertrain unit and the fourth powertrain
unit of the autonomous vehicle may be enabled. At a stage 618, the
third powertrain unit and the fourth powertrain unit may propel the
autonomous vehicle (e.g., as the vehicle 100 autonomously navigates
a selected trajectory).
[0031] FIG. 7 depicts another flow chart 700 of implementation of
torque steering in an autonomous vehicle, according to some
examples. At a stage 702, a non-operational state of a first
powertrain unit and a second powertrain unit positioned at an end
of an autonomous vehicle (e.g., first end 111 or second end 112 of
vehicle 100 in FIG. 1) may be determined. Ata stage 704, propulsion
operation of the first powertrain unit and the second powertrain
unit may be disabled. At a stage 706, an operational state of a
third powertrain unit and a fourth powertrain unit positioned at
another end of the autonomous vehicle (e.g., first end 111 or
second end 112 of vehicle 100 in FIG. 1) may be determined. At a
stage 708, torque steering operation of the third powertrain unit
and the fourth powertrain unit may be enabled. At a stage 710,
propulsion operation of the third powertrain unit and the fourth
powertrain unit may be enabled. At a stage 712, the autonomous
vehicle may be propelled by the third powertrain unit and the
fourth powertrain unit. At a stage 714, the autonomous vehicle may
navigate a safe-stop trajectory.
[0032] FIG. 8 depicts yet another flow chart 800 of implementation
of torque steering in an autonomous vehicle, according to some
examples. In flow chart 800, at a stage 802, a non-operational
state of a first powertrain unit and a second powertrain unit
positioned on one side of an autonomous vehicle (e.g., powertrain
units 101 and 103 or 102 and 104 of vehicle 100 in FIG. 1) may be
determined. At a stage 804, propulsion operation of the first
powertrain unit and the second powertrain unit may be disabled. At
a stage 806, an operational state of a third powertrain unit and a
fourth powertrain unit positioned on another side of an autonomous
vehicle (e.g., powertrain units 101 and 103 or 102 and 104 of
vehicle 100 in FIG. 1) may be determined. Ata stage 808, torque
steering operation of the third powertrain unit and the fourth
powertrain may be enabled. At a stage 810, propulsion operation of
the third powertrain unit and the fourth powertrain may be
disabled. At a stage 812, the autonomous vehicle may navigate a
safe-stop trajectory.
[0033] In the flow charts depicted in FIGS. 6-8, the AV controller
130 or some other system or processor of the autonomous vehicle 100
may implement one or more of the stages depicted.
[0034] Although the foregoing examples have been described in some
detail for purposes of clarity of understanding, the
above-described conceptual techniques are not limited to the
details provided. There are many alternative ways of implementing
the above-described conceptual techniques. The disclosed examples
are illustrative and not restrictive.
* * * * *