Patent Description:
The automobile industry is currently developing autonomous features for controlling vehicles under certain circumstances. According to SAE International standard J3016, there are <NUM> levels of autonomy ranging from Level <NUM> (no autonomy) up to Level <NUM> (vehicle capable of operation without operator input in all conditions). A vehicle with autonomous features utilizes sensors to sense the environment that the vehicle navigates through. Acquiring and processing data from the sensors allows the vehicle to safely navigate through its environment. <CIT> discloses a system for an autonomous vehicle, comprising an array of sensors that capture objects in an external environment of the vehicle. Sensor data is communicated over a time sensitive network switch.

The present invention relates to a system for an autonomous vehicle according to claim <NUM>. The sensors in the array of sensors include Light Detection and Ranging (LIDAR) and Radio Detection and Ranging (RADAR) sensors, in some implementations.

In some implementations, an autonomous vehicle may include an array of sensors, a time sensitive network switch, a data-power interface, and a control system. The array of sensors is configured to capture one or more objects in an external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects. The time sensitive network switch is configured to receive the sensor data and the time sensitive network switch is also configured to receive an elevated voltage. The data-power interface separately couples the sensors in the array to the time sensitive network switch and the time sensitive network switch includes a separate connector for the data-power interface of at least two of the sensors in the array of sensors. The data-power interface includes power conductors to provide the elevated voltage from the time sensitive network switch to the sensors and a first data conductor and a second data conductor that are configured to provide a high-speed vehicle communication link between the time sensitive network switch and the sensors. The control system is configured to navigate the autonomous vehicle autonomously based at least in part on the sensor data.

According to the invention the autonomous vehicle further includes a power distribution module coupled to the time sensitive network switch to provide the elevated voltage to the time sensitive network switch and the power distribution module may convert a vehicle battery voltage to the elevated voltage where the vehicle battery voltage is used to operate the vehicle. In some implementations of the autonomous vehicle, the time sensitive network switch includes an electrical regulator that regulates a current provided to the array of sensors on an individual sensor-by-sensor basis and the current is provided by the power conductors of the data-power interface.

An implementation of the disclosure includes a sensor electrical harness for an autonomous vehicle including a first connector, a second connector, power conductors, and a high-speed vehicle communication link. The first connector is configured to be connected to a time sensitive network switch. The second connector is configured to be connected to a sensor of the autonomous vehicle and the sensor is configured to capture one or more objects in an external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects. The power conductors are configured to provide an elevated voltage to the sensor and the power conductors are coupled between the first connector and the second connector. The elevated voltage is above <NUM> VDC. The high-speed vehicle communication link is configured to transmit the sensor data generated by the sensor to the time sensitive network switch and the high-speed vehicle communication link is coupled between the first connector and the second connector.

In implementations of the disclosure, a data-power interface separately couples sensors of an autonomous vehicle to a time sensitive network switch. Each sensor only requires one connector since the data and power are combined into one harness that provides an elevated voltage to the sensors for periods of higher power consumption. The elevated voltage is provided to the sensor and the elevated voltage allows for high power delivery at lower currents, which reduces line losses to deliver the same amount of power at lower voltages. Having a separate connector for each sensor (e.g., having only one connector for each sensor) increases sensor placement locations on a vehicle due to the smaller footprint of the sensor and the smaller open-access area required to connect the harness to the sensor connectors. For example, feasibility for side mounting a larger sensor near a wheel-well of a vehicle increases due to a smaller overall sensor footprint. Routing the harnesses from the sensor location to the time sensitive network switch for data collection is also more feasible with routing only one harness instead of two. The conductors in the data-power interface may be smaller gauge wire to increase wire flexibility, routing ease, and/or routing locations of the data-power harness. The routing efficiency and sensor placement of the sensor within a vehicle may be particularly advantageous when the sensors are to be installed on different vehicle models and potentially after a vehicle leaves the factory of an Original Equipment Manufacturer (OEM) or other vehicle manufacturer. Having a separate connector for each sensor (e.g., having only one connector for each sensor) also increases the reliability of the sensors by reducing the connector failure points.

Non-limiting and non-exhaustive implementations of the invention are described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified.

Implementations of an autonomous vehicle and an autonomous vehicle system interface are described herein. In the following description, numerous specific details are set forth to provide a thorough understanding of the implementations. One skilled in the relevant art will recognize, however, that the techniques described herein can be practiced without one or more of the specific details, or with other methods, components, or materials. In other instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring certain aspects.

Reference throughout this specification to "one implementation" or "an implementation" means that a particular feature, structure, or characteristic described in connection with the implementation is included in at least one implementation of the present invention. Thus, the appearances of the phrases "in one implementation" or "in an implementation" in various places throughout this specification are not necessarily all referring to the same implementation. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more implementations.

Throughout this specification, several terms of art are used. These terms are to take on their ordinary meaning in the art from which they come, unless specifically defined herein or the context of their use would clearly suggest otherwise. For the purposes of this disclosure, the term "autonomous vehicle" represents vehicles with autonomous features at any level of autonomy of the SAE International standard J3016.

This disclosure includes implementations of an autonomous vehicle that includes a data-power interface for sensors of the autonomous vehicle. In existing sensor systems, sensors for detecting the external environment of an autonomous vehicle include a first connector for connecting to an electrical power harness and a second connector for connecting to a data harness. Example sensors that may be used in autonomous vehicles include camera systems, RADAR systems, and LIDAR systems. The electrical power harness to power the sensor is typically coupled to a main vehicle battery with a positive and negative conductor of relatively large gauge wire. Having two connectors and two data harnesses (one for data and one for power) for each sensor increases the bulk of each sensor, which in tum, limits the placement of the sensor on the vehicle. Furthermore, having two connectors for each sensor provides two potential failure points for the sensors and therefore impacts reliability factors that are critical to autonomous vehicle operation.

In implementations of the disclosure, a data-power interface separately couples sensors of an autonomous vehicle to a time sensitive network switch. For example, each sensor only requires one connector since the data and power are combined into one harness that provides an elevated voltage to the sensors for periods of higher power consumption. The elevated voltage is provided to the sensor at all times and the elevated voltage allows for high power delivery at lower currents, which reduces line losses to deliver the same amount of power at lower voltages. In some implementations, having a separate connector for each sensor (e.g., having only one connector for each sensor) increases the number of possible sensor placement locations on a vehicle due to the smaller footprint of the sensor and the smaller open-access area required to connect the harness to the sensor connectors. For example, feasibility for side mounting a larger sensor near a wheel-well of a vehicle increases due to a smaller overall sensor footprint. Routing the harnesses from the sensor location to the time sensitive network switch for data collection is also more feasible with routing only one harness instead of two. The conductors in the data-power interface may be smaller gauge wire to increase wire flexibility, routing ease, and/or routing locations of the data-power harness. The routing efficiency and sensor placement of the sensor within a vehicle may be advantageous when the sensors are to be installed on different vehicle models and potentially after a vehicle leaves the factory of an Original Equipment Manufacturer (OEM) or other vehicle manufacturer. Having a separate connector for each sensor also increases the reliability of the sensors by reducing the connector failure points.

A time sensitive network switch of the disclosure includes connectors for connecting to a data-power interfaces harness that individually connects sensors of an autonomous vehicle to the time sensitive network switch. The time sensitive network switch receives the sensor data from each sensor over a high-speed communication link of the data-power interface. In some implementations, another data bus is included in the data-power interface and control signals are sent to the sensors through the time sensitive network switch. According to the invention, a power distribution module is coupled to the time sensitive network switch to provide the elevated voltage,which according to some implementations is provided to the data-power interface. The time sensitive network switch may be configured to regulate a current and/or voltage provided to individual sensors, which allows for over-current protection of the sensor and allows for a power cycling of the sensor through the data-power interface.

<FIG> illustrates an example autonomous vehicle <NUM> that includes sensors and a data-power interface coupled between the sensors and a time sensitive network switch, in accordance with aspects of the disclosure. Autonomous vehicle <NUM> can include an array of sensors configured to capture one or more objects in an external environment of the autonomous vehicle and to generate sensor data based on the captured one or more objects for purposes of controlling the operation of autonomous vehicle <NUM>. Dynamic objects may include people, animals, moving debris, bicycles, or other vehicles, and static objects may include signs, traffic lights, buildings, or barriers, for example. <FIG> shows sensor 133A, 133B, 133C, 133D, and 133E. <FIG> illustrates a top view of autonomous vehicle <NUM> including sensors 133F, <NUM>, <NUM>, and 133I in addition to sensors 133A, 133B, 133C, 133D, and 133E.

<FIG> illustrates block diagram <NUM> of an example system for autonomous vehicle <NUM>. For example, autonomous vehicle <NUM> may include powertrain <NUM> including prime mover <NUM> powered by energy source <NUM> and capable of providing power to drivetrain <NUM>. Autonomous vehicle <NUM> may further include control system <NUM> that includes direction control <NUM>, powertrain control <NUM>, and brake control <NUM>. Autonomous vehicle <NUM> may be implemented as any number of different vehicles, including vehicles capable of transporting people, including vehicles capable of transporting people and/or cargo, and capable of traveling in a variety of different environments, and it will be appreciated that the aforementioned components <NUM>-<NUM> can vary widely based upon the type of vehicle within which these components are utilized.

The implementations discussed hereinafter, for example, will focus on a wheeled land vehicle such as a car, van, truck, or bus. In such implementations, prime mover <NUM> may include one or more electric motors and/or an internal combustion engine (among others). The energy source may include, for example, a fuel system (e.g., providing gasoline, diesel, hydrogen), a battery system, solar panels or other renewable energy source, and/or a fuel cell system. Drivetrain <NUM> may include wheels and/or tires along with a transmission and/or any other mechanical drive components suitable for converting the output of prime mover <NUM> into vehicular motion, as well as one or more brakes configured to controllably stop or slow autonomous vehicle <NUM> and direction or steering components suitable for controlling the trajectory of autonomous vehicle <NUM> (e.g., a rack and pinion steering linkage enabling one or more wheels of autonomous vehicle <NUM> to pivot about a generally vertical axis to vary an angle of the rotational planes of the wheels relative to the longitudinal axis of the vehicle). In some implementations, combinations of powertrains and energy sources may be used (e.g., in the case of electric/gas hybrid vehicles). In some implementations, multiple electric motors (e.g., dedicated to individual wheels or axles) may be used as a prime mover.

Direction control <NUM> may include one or more actuators and/or sensors for controlling and receiving feedback from the direction or steering components to enable the autonomous vehicle <NUM> to follow a desired trajectory. Powertrain control <NUM> may be configured to control the output of powertrain <NUM>, e.g., to control the output power of prime mover <NUM>, to control a gear of a transmission in drivetrain <NUM>, thereby controlling a speed and/or direction of the autonomous vehicle <NUM>. Brake control <NUM> may be configured to control one or more brakes that slow or stop autonomous vehicle <NUM>, e.g., disk or drum brakes coupled to the wheels of the vehicle.

Other vehicle types, including but not limited to off-road vehicles, all-terrain or tracked vehicles, or construction equipment, will necessarily utilize different powertrains, drivetrains, energy sources, direction controls, powertrain controls and brake controls, as will be appreciated by those of ordinary skill having the benefit of the instant disclosure. Moreover, in some implementations, some of the components can be combined, e.g., where directional control of a vehicle is primarily handled by varying an output of one or more prime movers. Therefore, implementations disclosed herein are not limited to the particular application of the herein-described techniques in an autonomous wheeled land vehicle.

In the illustrated implementation, autonomous control over autonomous vehicle <NUM> is implemented using vehicle control system <NUM>, which may include one or more processors in processing logic <NUM> and one or more memories <NUM>, with processing logic <NUM> configured to execute program code (e.g., instructions <NUM>) stored in memory <NUM>. Processing logic <NUM> may include, for example, graphics processing unit(s) (GPUs), central processing unit(s) (CPUs), for example.

Sensors 133A-133I may include various sensors suitable for capturing and collecting data from an autonomous vehicle's surrounding environment for use in controlling the operation of the autonomous vehicle. For example, sensors 133A-133I can include RADAR unit <NUM>, LIDAR unit <NUM>, 3D positioning sensor(s) <NUM>, e.g., a satellite navigation system such as GPS, GLONASS, BeiDou, Galileo, or Compass. In some implementations, 3D positioning sensor(s) <NUM> can determine the location of the vehicle on the Earth using satellite signals. Sensors 133A-133I can optionally include one or more cameras <NUM> and/or an Inertial Measurement Unit (IMU) <NUM>. In some implementations, camera <NUM> can be a monographic or stereographic camera and can record still and/or video images. Camera <NUM> may include a Complementary Metal-Oxide-Semiconductor (CMOS) image sensor configured to capture images of one or more objects in an external environment of autonomous vehicle <NUM>. IMU <NUM> can include multiple gyroscopes and accelerometers capable of detecting linear and rotational motion of autonomous vehicle <NUM> in three directions. One or more encoders (not illustrated) such as wheel encoders may be used to monitor the rotation of one or more wheels of autonomous vehicle <NUM>.

The outputs of sensors 133A-133I may be provided to control subsystems <NUM>, including, localization subsystem <NUM>, planning subsystem <NUM>, perception subsystem <NUM>, and control subsystem <NUM>. Localization subsystem <NUM> is configured to determine the location and orientation (also sometimes referred to as the "pose") of autonomous vehicle <NUM> within its surrounding environment, and generally within a particular geographic area. The location of an autonomous vehicle can be compared with the location of an additional vehicle in the same environment as part of generating labeled autonomous vehicle data. Perception subsystem <NUM> is configured to detect, track, classify, and/or determine objects within the environment surrounding autonomous vehicle <NUM>. Planning subsystem <NUM> is configured to generate a trajectory for autonomous vehicle <NUM> over a particular timeframe given a destination as well as the static and moving objects within the environment. A machine learning model in accordance with several implementations can be utilized in generating a vehicle trajectory. Control subsystem <NUM> is configured to operate control system <NUM> in order to implement the trajectory of autonomous vehicle <NUM>. In some implementations, a machine learning model can be utilized to control an autonomous vehicle to implement the trajectory.

It will be appreciated that the collection of components illustrated in <FIG> for vehicle control system <NUM> is merely exemplary in nature. Individual sensors may be omitted in some implementations. In some implementations, different types of sensors illustrated in <FIG> may be used for redundancy and/or for covering different regions in an environment surrounding an autonomous vehicle. In some implementations, different types and/or combinations of control subsystems may be used. Further, while subsystems <NUM> - <NUM> are illustrated as being separate from processing logic <NUM> and memory <NUM>, it will be appreciated that in some implementations, some or all of the functionality of subsystems <NUM> - <NUM> may be implemented with program code such as instructions <NUM> resident in memory <NUM> and executed by processing logic <NUM>, and that these subsystems <NUM> - <NUM> may in some instances be implemented using the same processor(s) and/or memory. Subsystems in some implementations may be implemented at least in part using various dedicated circuit logic, various processors, various field programmable gate arrays ("FPGA"), various application-specific integrated circuits ("ASIC"), various real time controllers, and the like, as noted above, multiple subsystems may utilize circuitry, processors, sensors, and/or other components. Further, the various components in vehicle control system <NUM> may be networked in various manners.

In some implementations, autonomous vehicle <NUM> may also include a secondary vehicle control system (not illustrated), which may be used as a redundant or backup control system for autonomous vehicle <NUM>. In some implementations, the secondary vehicle control system may be capable of operating autonomous vehicle <NUM> in response to a particular event. The secondary vehicle control system may have limited functionality, e.g., to perform a controlled stop of autonomous vehicle <NUM>. In still other implementations, the secondary vehicle control system may be omitted.

In some implementations, different architectures, including various combinations of software, hardware, circuit logic, sensors, and networks may be used to implement the various components illustrated in <FIG>. Each processor may be implemented, for example, as a microprocessor and each memory may represent the random access memory ("RAM") devices comprising a main storage, as well as any supplemental levels of memory, e.g., cache memories, non-volatile or backup memories (e.g., programmable or flash memories), read-only memories. In addition, each memory may be considered to include a memory storage physically located elsewhere in autonomous vehicle <NUM>, e.g., any cache memory in a processor, as well as any storage capacity used as a virtual memory, e.g., as stored on a mass storage device or another computer controller. Processing logic <NUM> illustrated in <FIG>, or entirely separate processing logic, may be used to implement additional functionality in autonomous vehicle <NUM> outside of the purposes of autonomous control, e.g., to control entertainment systems, to operate doors, lights, or convenience features.

In addition, for additional storage, autonomous vehicle <NUM> may also include one or more mass storage devices, e.g., a removable disk drive, a hard disk drive, a direct access storage device ("DASD"), an optical drive (e.g., a CD drive, a DVD drive), a solid state storage drive ("SSD"), network attached storage, a storage area network, and/or a tape drive, among others. Furthermore, autonomous vehicle <NUM> may include user interface <NUM> to enable autonomous vehicle <NUM> to receive a number of inputs from a passenger and generate outputs for the passenger, e.g., one or more displays, touchscreens, voice and/or gesture interfaces, buttons and other tactile controls. In some implementations, input from a passenger may be received through another computer or electronic device, e.g., through an app on a mobile device or through a web interface.

In some implementations, autonomous vehicle <NUM> may include one or more network interfaces, e.g., network interface <NUM>, suitable for communicating with one or more networks <NUM> (e.g., a Local Area Network ("LAN"), a wide area network ("WAN"), a wireless network, and/or the Internet, among others) to permit the communication of information with other computers and electronic device, including, for example, a central service, such as a cloud service, from which autonomous vehicle <NUM> receives environmental and other data for use in autonomous control thereof. In some implementations, data collected by one or more of sensors 133A-133I can be uploaded to computing system <NUM> through network <NUM> for additional processing. In such implementations, a time stamp can be associated with each instance of vehicle data.

Processing logic <NUM> illustrated in <FIG>, as well as various additional controllers and subsystems disclosed herein, generally operate under the control of an operating system and executes or otherwise relies upon various computer software applications, components, programs, objects, modules, or data structures, as may be described in greater detail below. Moreover, various applications, components, programs, objects, or modules may also execute on one or more processors in another computer coupled to autonomous vehicle <NUM> through network <NUM>, e.g., in a distributed, cloud-based, or client-server computing environment, whereby the processing required to implement the functions of a computer program may be allocated to multiple computers and/or services over a network.

Routines executed to implement the various implementations described herein, whether implemented as part of an operating system or a specific application, component, program, object, module or sequence of instructions, or even a subset thereof, will be referred to herein as "program code. " Program code typically comprises one or more instructions that are resident at various times in various memory and storage devices, and that, when read and executed by one or more processors, perform the steps necessary to execute steps or elements embodying the various aspects of the invention. Moreover, while implementations have and hereinafter may be described in the context of fully functioning computers and systems, it will be appreciated that the various implementations described herein are capable of being distributed as a program product in a variety of forms, and that implementations can be implemented regardless of the particular type of computer readable media used to actually carry out the distribution. Examples of computer readable media include tangible, non-transitory media such as volatile and non-volatile memory devices, floppy and other removable disks, solid state drives, hard disk drives, magnetic tape, and optical disks (e.g., CD-ROMs, DVDs) among others.

In addition, various program code described hereinafter may be identified based upon the application within which it is implemented in a specific implementation. However, it should be appreciated that any particular program nomenclature that follows is used merely for convenience, and thus the invention should not be limited to use solely in any specific application identified and/or implied by such nomenclature. Furthermore, given the typically endless number of manners in which computer programs may be organized into routines, procedures, methods, modules, objects, and the like, as well as the various manners in which program functionality may be allocated among various software layers that are resident within a typical computer (e.g., operating systems, libraries, API's, applications, applets), it should be appreciated that the invention is not limited to the specific organization and allocation of program functionality described herein.

Those skilled in the art, having the benefit of the present disclosure, will recognize that the exemplary environment illustrated in <FIG> is not intended to limit implementations disclosed herein. Indeed, those skilled in the art will recognize that other alternative hardware and/or software environments may be used without departing from the scope of implementations disclosed herein.

<FIG> illustrates a conventional arrangement for providing power to sensors of a vehicle and receiving data from the sensors by a computer of the vehicle. <FIG> includes sensors 281A, 281B, 281C, and 281D. Sensors 281A, 281B, 281C, and 281D respectively include first connectors 283A, 283B, 283C, and 283D. In this example, first connectors 283A, 283B, 283C, and 283D are respectively coupled to power conductors 298A, 298B, 298C, and 298D of power harness <NUM> that is coupled to vehicle battery <NUM>. Vehicle battery <NUM> provides battery voltage <NUM>, which may be <NUM>-<NUM> VDC, for example. Vehicle battery <NUM> may be the main vehicle battery that provides electrical power for vehicle electrical subsystems such as lighting, wiper operation, power locks, power windows, convenience operations, entertainment systems, and seat operation, for example. Vehicle battery <NUM> may also provide starting amperage to a starter for turning over a petrol engine. Sensors 281A, 281B, 281C, and 281D include second connectors 285A, 285B, 285C, and 285D that are respectively coupled to data buses 287A, 287B, 287C, and 287D. Computer <NUM> is a vehicle computer having separate connectors 293A, 293B, 293C, and 293D that respectively receive sensor data from sensors 281A, 281B, 281C, and 281D. Data buses 287A, 287B, 287C, and 287D can be coupled between respective connectors 293A, 293B, 293C, and 293D and respective connectors 285A, 285B, 285C, and 285D.

<FIG> illustrates a block diagram of example system <NUM> that may be included in an autonomous vehicle, in accordance with aspects of the disclosure. System <NUM> includes main processing logic <NUM>, time sensitive network switch <NUM>, power distribution module <NUM>, vehicle battery <NUM>, network <NUM>, camera array <NUM>, RADAR sensor array <NUM>, and LIDAR sensor array <NUM>. Sensors in addition to camera array <NUM>, RADAR sensor array <NUM>, and LIDAR sensor array <NUM> may also be included in system <NUM>. Vehicle battery <NUM> may be a main vehicle battery for a vehicle such as autonomous vehicle <NUM> for operating the vehicle electrical subsystems. Vehicle battery <NUM> may provide a voltage of <NUM>-<NUM> VDC, for example. Vehicle battery <NUM> is configured to provide electrical power to power distribution module <NUM> through battery interface <NUM>, in <FIG>. Power distribution module <NUM> is configured to convert the vehicle battery voltage provided by vehicle battery <NUM> to an elevated voltage and provide the elevated voltage to time sensitive network switch <NUM> through elevated voltage interface <NUM>. Power distribution module <NUM> may include power converters and/or power regulators (e.g. switching power supplies) configured to convert the vehicle battery voltage to an elevated voltage. According to the invention the "elevated voltage" is defined as a voltage at or above <NUM> VDC. In some implementations, the elevated voltage is approximately between <NUM>-<NUM> VDC. Elevated voltages above <NUM> VDC may also be used, in some implementations. However, the elevated voltage is not limited to a particular voltage level, but can be any voltage level to drive multiple sensors and one or more computers that include multiple processors such as a CPU and a GPU.

In some implementations, the elevated voltage is between <NUM> VDC and <NUM> VDC. With an elevated voltage between <NUM> VDC and <NUM> VDC, the same power delivery to the sensor can be achieved with lower currents compared to conventional vehicle bus voltages (e.g. <NUM> VDC). The lower current draw reduces line losses and therefore offers a more efficient data-power interface that also dissipates less heat. The reduced current draw also allows for lower potential wire bending radius and thus easier routing. In some implementations, the elevated voltage is between <NUM> VDC and <NUM> VDC, which may provide at least a portion of the same benefits as the <NUM> VDC and <NUM> VDC range while also requiring fewer battery resources than the <NUM> VDC - <NUM> VDC range.

In addition to receiving the elevated voltage from power distribution module <NUM>, time sensitive network switch <NUM> is configured to transfer data. In autonomous vehicles, high-speed data transfer for data that impacts vehicle operation is critical. Time sensitive network switch <NUM> is communicatively coupled to main processing logic <NUM> through high-speed data interface <NUM>. High-speed data interface <NUM> may be one or more <NUM> Gigabit per second (Gb/s) connections. In an implementation, main processing logic <NUM> is communicatively coupled to time sensitive network switch <NUM> through two <NUM> Gb/s connections of high-speed data interface <NUM>.

Time sensitive network switch <NUM> is individually coupled to a plurality of sensors by way of a data-power interface, in <FIG>. In the particular illustration of <FIG>, time sensitive network switch <NUM> is individually coupled to each camera in camera array <NUM> through data-power interfaces 337A, 337B, and 337C. That is, each camera in camera array <NUM> has connector <NUM> coupled to connector <NUM> of time sensitive network switch <NUM> through its own data-power interface <NUM>. In the illustrated implementation of <FIG>, connector 335A is coupled to connector 339A through data-power interface 337A, connector 357B is coupled to connector 339B through data-power interface 337B, and connector 357C is coupled to connector 339C through data-power interface 337C. Similarly, time sensitive network switch <NUM> is individually coupled to each RADAR sensor in RADAR sensor array <NUM> through data-power interfaces <NUM>, <NUM>, and 337I. That is, each RADAR sensor in RADAR sensor array <NUM> has connector <NUM> coupled to connector <NUM> of time sensitive network switch <NUM> through its own data-power interface <NUM>. In the illustrated implementation of <FIG>, connector <NUM> is coupled to connector <NUM> through data-power interface <NUM>, connector <NUM> is coupled to connector <NUM> through data-power interface <NUM>, and connector 335I is coupled to connector 339I through data-power interface 337I. <FIG> also illustrates time sensitive network switch <NUM> is individually coupled to each LIDAR sensor in LIDAR sensor array <NUM> through data-power interfaces 337D, 337E, and 337F. That is, LIDAR sensors in LIDAR sensor array <NUM> has respective connectors 335D, 335E, and 335F that are respectively coupled to connectors 339D, 339E, and 339F of time sensitive network switch <NUM> through its own data-power interface <NUM>. In the illustrated implementation of <FIG>, connector 335D is coupled to connector 339D through data-power interface 337D, connector 335E is coupled to connector 339E through data-power interface 337E, and connector 335F is coupled to connector 339F through data-power interface 337F. In these implementations, the cameras, RADAR sensors, and LIDAR sensor are merely examples of sensors that can be implemented as sensors of an autonomous vehicle that may be coupled to time sensitive network switch <NUM> through data-power interface <NUM>. Consequently, data-power interface <NUM> may separately couple any sensors that are utilized in different implementations to time sensitive network switch <NUM> where time sensitive network switch <NUM> includes a separate connector for data-power interface <NUM> of each sensor in the array of sensors.

Data-power interface <NUM> includes at least one high-speed vehicle communication link and also provides an elevated voltage to each sensor to power the sensor. The high-speed vehicle communication link may be defined as more than <NUM> Megabits per second (Mb/s), in some implementations.

<FIG> illustrates an example system of autonomous vehicle <NUM> with sensors having a data-power interface to a time sensitive network switch. In <FIG>, each sensor in autonomous vehicle <NUM> is coupled to time sensitive network switch <NUM> by a data-power interface, in accordance with aspects of the disclosure. Time sensitive network switch <NUM> receives elevated power from power distribution module <NUM>. Power distribution module <NUM> and time sensitive network switch <NUM> may be configured similarly to power distribution module <NUM> and time sensitive network switch <NUM>, respectively. <FIG> illustrates a total of nine sensors 433A-433I included in autonomous vehicle <NUM>, although more sensors or fewer sensors may be used in other systems. Each sensor 433A, 433B, 433C, 433D, 433E, 433F, <NUM>, <NUM>, and 433I is coupled to time sensitive network switch <NUM> through a data-power interface. Data-power interface <NUM> is coupled between connectors <NUM> and connectors <NUM> in a one-to-one relationship. Specifically, in <FIG>, connector 435A is coupled to connector 439A through data-power interface 437A, connector 435B is coupled to connector 439B through data-power interface 437B, connector 435C is coupled to connector 439C through data-power interface 437C, connector 435D is coupled to connector 439D through data-power interface 437D, connector 435E is coupled to connector 439E through data-power interface 437E, connector 435F is coupled to connector 439F through data-power interface 437F, connector <NUM> is coupled to connector <NUM> through data-power interface <NUM>, connector <NUM> is coupled to connector <NUM> through data-power interface <NUM>, and connector 435I is coupled to connector 439I through data-power interface 437I.

<FIG> illustrates an example data-power interface <NUM>, in accordance with aspects of the disclosure. <FIG> illustrates an example connector <NUM> as an example of connectors that may be included in a time sensitive network switch and example connector <NUM> that may be coupled to a sensor. For example, connector <NUM> may be used as connector 339A, 339B, 339C, 339D, 339E, 339F, <NUM>, <NUM>, 339I, 439A, 439B, 439C, 439D, 439E, 439F, <NUM>, <NUM>, or 439I, and connector <NUM> may be used as connector 335A, 335B, 335C, 335D, 335E, 335F, <NUM>, <NUM>, 335I, 435A, 435B, 435C, 435D, 435E, 435F, <NUM>, <NUM>, or 435I. Connector <NUM> includes connector body <NUM>. Connector body <NUM> may be plastic and house conductors 549A-549J. Connector <NUM> includes connector body <NUM>. Connector body <NUM> may be plastic and house conductors 549A-549J. In the illustrated implementation, data-power interface <NUM> includes ten conductors that may be coupled into pins of connectors <NUM> and <NUM>. In other implementations, additional conductors may be included in data-power interface <NUM>. In some implementations, connectors <NUM> and <NUM> may have the same size or material. In some implementations, connectors <NUM> and <NUM> may have different sizes or materials. Each connector <NUM> and <NUM> may have a male and female end that are coupled together to plug into the time sensitive network switch and the sensors, respectively. When data-power interface <NUM> is unplugged from both the sensor and the time sensitive network switch, it may be considered an electrical harness including two connectors coupled together by insulated wires and a jacket to gather and protect the insulated wires.

<FIG> illustrates ten conductors including communication conductors <NUM>- <NUM> and power conductors <NUM>-<NUM>. Conductors <NUM>-<NUM> may include aluminum or copper, for example. Conductors <NUM>-<NUM> may be used as examples of conductors 549A-549J of data-power interface <NUM>, in some implementations. First data conductor <NUM> and second data conductor <NUM> provide high-speed vehicle communication link <NUM> between time sensitive network switch <NUM> and each of the sensors, for example. In one implementation, high-speed vehicle communication link <NUM> is a <NUM> Mb/s connection, for example. In one implementation, high-speed vehicle communication link <NUM> is a <NUM> Gigabit per second (Gb/s) connection. First data conductor <NUM> and second data conductor <NUM> may be configured in a twisted pair arrangement, a coaxial configuration, or otherwise. <FIG> also shows that data-power interface <NUM> may include second high-speed vehicle communication link <NUM> that includes third data conductor <NUM> and fourth data conductor <NUM>. High-speed vehicle communication link <NUM> may be a <NUM> Mb/s or <NUM> Gb/s connection, for example. In some implementations, the illustrated data conductors may be replaced with optical fiber to facilitate a high-speed vehicle communication link.

In one implementation, first high-speed vehicle communication link <NUM> is an ethernet connection of <NUM> Gb/s and second high-speed vehicle communication link <NUM> is a lower speed connection (e.g. <NUM> Mb/s). Second high-speed vehicle communication link <NUM> may be a Controller Area Network (CAN) link. In some implementations, sensor(s) connected to a time sensitive network switch by way of data-power interfaces <NUM> report sensor data to the time sensitive network switch over the faster ethernet connection of first high-speed vehicle communication link <NUM> and receive control data through second high-speed vehicle communication link <NUM>. By way of example, some sensors are steerable in that they are capable of imaging different fields of view. In these examples, the sensors may physically move to image a different field of view of an external environment of the vehicle or the sensors may adjust their beam-forming algorithms to direct an imaging beam (e.g. infrared beam or RADAR beam) at different angles relative to the sensor. In these cases, the steerable sensors may receive control data signals over second high-speed vehicle communication link <NUM>, the control data signals directing the sensors as to what field of view to image while the sensor is providing sensor data through first high-speed vehicle communication link <NUM> to time sensitive network switch <NUM>.

Some or all of power conductors <NUM>-<NUM> of <FIG> are utilized to carry an elevated voltage above <NUM> VDC to power sensors <NUM>. In an implementation, the elevated voltage is between <NUM>-<NUM> VDC. In an implementation, power conductors <NUM> and <NUM> are configured as positive conductors, power conductor <NUM> is configured as a ground conductor, and power conductors <NUM>-<NUM> are configured as ground-shield conductors. In some implementations, there are only four power conductors. Power conductors <NUM>-<NUM> may deliver <NUM> or more watts to each sensor while having a wire diameter of less than <NUM>, which corresponds to <NUM> American Wire Gauge (AWG) wire. In an implementation, the power conductors may have a wire diameter of less than <NUM>, which corresponds to <NUM> AWG. In another implementation, the power conductors are <NUM> AWG or less. In an implementation, the power conductors include two positive power conductors and two negative power conductors that are <NUM> AWG and provide a combined <NUM> Amps at a certain voltage between <NUM> and <NUM> VDC (<NUM> Amps per conductor) to deliver more than <NUM> Watts to each sensor over data-power interface <NUM>.

Power conductors in data-power interface <NUM> may have a same wire gauge as first and second data conductors <NUM> and <NUM>. First and second data conductors <NUM> and <NUM> may have a diameter corresponding with <NUM>, <NUM>, or <NUM> AWG. In some implementations, first and second data conductors <NUM> and <NUM> have a wire diameter of less than <NUM> AWG. Third and fourth data conductors <NUM> and <NUM> may also have the same wire gauge as first and second data conductors <NUM> and <NUM>. By assigning the power conductors the same smaller wire gauge, the data conductors allow for expanded potential routing paths for data-power interface <NUM> and consequently make an installation of the sensors more efficient and/or provide a wider range of available sensor placements. Small diameter wire may allow for sharper bending radii in the routing path of the data-power interface without causing the wires to break or become susceptible to breakage, for example. To facilitate the smaller diameter wires for the power conductors while still delivering <NUM> watts or more power to the sensor, the power conductors may have to number four or more (e.g. two positive conductors and two negative/ground conductors). In implementations where larger diameter wires are utilized, more power may be delivered with the larger diameter wires. In some implementations, utilizing larger diameter wires for the power conductors allows for only two power conductors, which may be more cost efficient.

Referring again to <FIG>, combining the power conductors and a high-speed vehicle communication link into data-power interface <NUM> reduces the physical footprint of sensors 433A-433I by reducing the required connectors down to one connector while also reducing the potential failure points, when compared with the conventional configuration of <FIG>. Reducing the footprint of sensors 433A-433I allows more possibilities for a sensor placement in autonomous vehicle <NUM>. For example, it is desirable for a larger RADAR or LIDAR sensor may be placed near the wheel-well of autonomous vehicle <NUM> not to extend too far outside of the factory profile of autonomous vehicle <NUM>. Reducing the sensor size by reducing required connectors allows a larger sensor to more closely conform to the sheet-metal profile of autonomous vehicle <NUM>. Hence, a placement of a larger sensor such as sensors 433B, 433C, 433F, <NUM>, for example, is more attainable. A sensor placement is especially important in autonomous vehicle design so as to image the external environment of the vehicle from an advantageous position. Thus, having access to more sensor placements areas may allow for a reduced number of sensors in autonomous vehicle <NUM> while still being able to properly image the external environment of autonomous vehicle <NUM>.

Returning back to <FIG>, time sensitive network switch <NUM> is configured to receive sensor data from any of the sensors in the array of sensors that are coupled to time sensitive network switch <NUM> through data-power interface <NUM>. Time sensitive network switch <NUM> is also configured to receive an elevated voltage from power distribution module <NUM>, in the illustrated implementation. Time sensitive network switch <NUM> may include electrical regulator <NUM> that regulates a current or voltage provided to the array of sensors on an individual sensor-by-sensor basis. Electrical regulator <NUM> may be configured to power-cycle an individual sensor in some implementations. Electrical regulator <NUM> may include transistors that control the current and/or voltage provided to each data-power interface <NUM>. If a sensor is providing unusual data patterns, electrical regulator <NUM> may be utilized to power-cycle the sensor to reset the sensor, for example. If a sensor is drawing too much power or is exhibiting a faulty behavior, electrical regulator <NUM> may regulate the power provided to the sensor. Hence, consolidating the data and power for sensors in data-power interface <NUM> connected to time sensitive network switch <NUM> provides yet another advantage of regulating the current and/or voltage provided to the sensors with time sensitive network switch <NUM>, when appropriate.

When sensors provide sensor data to time sensitive network switch <NUM>, time sensitive network switch <NUM> may provide this sensor data to main processing logic <NUM> through high-speed data interface <NUM>. In some implementations, time sensitive network switch <NUM> prioritizes (e.g., in time) the transmission of sensor data received from particular sensors to main processing logic <NUM> through high-speed data interface <NUM>. Main processing logic <NUM> may be a processing board including a plurality of multi-core processors and a plurality of memory devices. The processing board may also include communication interfaces and be coupled to a heat-sink or be cooled by a fan system. Main processing logic <NUM> may process the sensor data received from time sensitive network switch <NUM> to determine or classify dynamic or static objects (e.g. buildings, barriers, people, animals, other vehicles), obstacles, signs, in an external environment of an autonomous vehicle and operate the vehicle based at least in part on the determination or classification. In some implementations, main processing logic <NUM> can process images or cloud points obtained from sensors to determine or classify objects. In some implementations, main processing logic <NUM> accesses mapping data <NUM> in addition to processing the sensor data received from time sensitive network switch <NUM> to determine operation instructions for operating the autonomous vehicle. Mapping data <NUM> may be collected by vehicles other than the vehicle that is collecting the sensor data. Mapping data <NUM> may include positions of static objects (e.g. buildings, barriers, streets) in an external environment of an autonomous vehicle as well as other information about the external environment of an autonomous vehicle such as GPS coordinates or other relevant coordinates. Mapping data <NUM> may be provided to main processing logic <NUM> from network <NUM> through interface <NUM>. In some implementations, interface <NUM> is a wireless protocol such as IEEE <NUM> protocols or cellular data protocols (e.g. <NUM>, <NUM>, LTE, <NUM>). Mapping data <NUM> may be updated by a plurality of vehicles and periodically updated by main processing logic <NUM> by downloading the updated mapping data from network <NUM>.

In the illustrated implementation, main processing logic <NUM> may determine an operation instruction based at least in part on the received sensor data. Main processing logic <NUM> may then send that operation instruction to control system <NUM> by way of high-speed data interface <NUM>, time sensitive network switch <NUM>, and control interface <NUM>. Control interface <NUM> is communicatively coupled between time sensitive network switch <NUM> and control system <NUM>. Control interface <NUM> may be one or more <NUM> Gb/s connections. Control system <NUM> includes direction control <NUM>, powertrain control <NUM>, and brake control <NUM>, which may be configured similarly to direction control <NUM>, powertrain control <NUM>, and brake control <NUM> illustrated in <FIG>. Therefore, operation instructions may be generated based on mapping data <NUM> and the sensor data received from time sensitive network switch <NUM>. Once main processing logic <NUM> generates the operation instructions, the operation instructions may be sent to control system <NUM> through time sensitive network switch <NUM>.

The term "processing logic" (e.g. main processing logic <NUM> or processing logic <NUM>) in this disclosure may include one or more processors, microprocessors, multi-core processors, and/or Field Programmable Gate Arrays (FPGAs) to execute operations disclosed herein. In some implementations, memories (not illustrated) are integrated into the processing logic to store instructions to execute operations and/or store data. Processing logic may include analog or digital circuitry to perform the operations disclosed herein.

Network <NUM> and/or <NUM> may include any network or network system such as, but not limited to, the following: a peer-to-peer network; a Local Area Network (LAN); a Wide Area Network (WAN); a public network, such as the Internet; a private network; a cellular network; a wireless network; a wired network; a wireless and wired combination network; and a satellite network.

Claim 1:
A system (<NUM>) for an autonomous vehicle (<NUM>) comprising:
an array of sensors (<NUM>; <NUM>; <NUM>; 433A-I) configured to capture one or more objects in an external environment of the autonomous vehicle and generate sensor data based on the captured one or more objects;
a time sensitive network switch (<NUM>; <NUM>) configured to receive the sensor data, wherein the time sensitive network switch is configured to receive an elevated voltage;
a power distribution module (<NUM>) coupled to the time sensitive network switch to provide the elevated voltage to the time sensitive network switch, wherein the power distribution module is configured to convert a vehicle battery voltage to the elevated voltage to provide the elevated voltage to the time sensitive network switch to power sensors in the array of sensors,
wherein the vehicle battery voltage is used to operate the vehicle and the elevated voltage is above <NUM> VDC; and
a data-power interface (337A-I; 437A-I; <NUM>) separately coupling at least two of the sensors in the array to the time sensitive network switch, wherein the time sensitive network switch includes a separate connector (339A-I; 439A-I) for the data-power interface, for each of the at least two sensors and wherein the data-power interface includes:
power conductors (<NUM>-<NUM>) to provide the elevated voltage from the time sensitive network switch to the sensors in the array to power the sensors, and
a first data conductor (<NUM>) and a second data conductor (<NUM>) that are configured to provide a high-speed vehicle communication link (<NUM>) between the time sensitive network switch and the sensors,