Patent Description:
Autonomous operation of vehicles is today being implemented for a wide range of different vehicles. Some examples may comprise heavy-duty vehicles, such as, trailers, semi-trailer vehicles, trucks for cargo transport, etc., and working machines, such as, e.g. excavators, fork lifts, loaders, haulers, etc. In some cases, such automated heavy-duty vehicles and/or working machines may at times be designated to operate within and/or between certain geographical zones, such as, e.g. construction sites, harbour areas, docking areas, etc..

While operating within or between such geographical zones or sites, it may be desired that the autonomous vehicles only are allowed to stay within certain boundaries. These boundaries may, for example, be geographical boundaries, speed boundaries, time-of-day boundaries, etc. It may also be highly important or even necessary to ensure that a vehicle that is operating within or between such geographical zones strictly adheres to the boundaries for each particular geographical zone; this, in order to maintain the safety of all automated vehicles operating within or between certain geographical zones. However, implementing these types of zone boundaries may require complex and advanced systems and implementations employing, e.g. wireless telecommunications networks, Global Navigation Satellite System/Global Positioning Systems (GNSS/GPS), radars, LIDARs, etc. This requires non-stop continuous connectivity at all times to operate properly, and may not always be able to keep the operation of the autonomous vehicles in the zones continuously safe and robust.

It is an object of embodiments herein to provide a control unit and method therein, along with computer program products and an autonomous vehicle, for operating an.

<CIT> describes a materials handling vehicle operating system is provided comprising a tag layout where a plurality of entry/exit tag sets are arranged along a travel path at different ones of the entry/exit thresholds of a restricted navigation zone.

<CIT> describes a method and apparatus for communication of infrastructure information to a vehicle via ground penetrating radar. The ground penetrating radar system determines types of reflectors and a spatial relationship between the reflectors based on radar cross-sections detected by the antenna, and generates a signature based on the shapes and the spatial relationship. autonomous vehicle that seeks to mitigate, alleviate, or eliminate all or at least some of the above-discussed drawbacks of presently known solutions.

According to a first aspect of embodiments herein, the object is achieved by a method performed by a control unit for operating an autonomous vehicle. Here, the control unit is arranged to communicate via at least one antenna. The method comprises obtaining, based on a signal from the at least one antenna, information indicating at least one geographical zone associated with a transponder as the autonomous vehicle moves in proximity of the transponder. Also, the method comprises determining an autonomous operating mode of the autonomous vehicle based on the obtained information relating to the at least geographical zone associated with the transponder. The method further comprises operating the autonomous vehicle in accordance with the determined autonomous operating mode.

By having a control unit controlling the autonomous operating mode of an autonomous vehicle based on a geographical zone indicated by a transponder as the autonomous vehicle traverses or passes the transponder, it may be ensured that the local boundaries applied in the current geographical zone is adhered to by the autonomous vehicle in an continuously safe and robust manner. For example, transponders using non-complex, short-range communication may be deployed, either permanently or movably, to indicate the borders of different geographical zones and transmit the local boundaries applied in its associated geographical zone to an autonomous vehicle that is moving within proximity of the transponder, i.e. passing within the transmission range of the transponder with its antenna. Hence, the safety of autonomous vehicles operating within and/or between determined geographical zones is maintained in a simple, cost-efficient, and flexible way.

In some embodiments, the autonomous operating mode may comprise one or more of: a speed, a full stop command, an off-switch command, and one or more steering angle limits. Also, according to some embodiments, the autonomous operating mode may comprise one or more threshold levels for the autonomous vehicle on any one of: one or more steering angle rates, an acceleration, a curvature, a yaw rate, an articulation rate, a roll angle, a driving direction, a type of propulsion to be used in case the autonomous vehicle is a hybrid vehicle. This may provide various different types of local boundaries for the autonomous vehicle operating within a certain geographical zone in order to ensure a safe operation of the autonomous vehicle therein.

Furthermore, in some embodiments, the autonomous operating mode may comprise a limitation for the autonomous vehicle to a set of determined approved vehicle actions, or one or more use requirements of difference vehicle applications or hardware. Hence, for example, some actions or use of certain applications or hardware may advantageously be prohibited to be performed by the autonomous vehicle in a particular geographical zone.

In some embodiments, the obtained information relating to the at least one geographical zone associated with the transponder may comprise a time limit and/or maximum driving distance, which in case of expiration before any information relating to another geographical zone associated with a subsequent transponder is obtained will cause the control unit to switch to another autonomous operating mode of the autonomous vehicle. This may advantageously ensure that an autonomous vehicle does not spend too much time in a specific geographical zone or that the driving distance of the autonomous vehicle has exceed the normal driving distance within a specific geographical zone, as this may, for example, be indicating that something is wrong in the operation of the autonomous vehicle. The autonomous operating mode to which the autonomous vehicle is switched may cause the autonomous vehicle to, for example, brake, stop or turn off the autonomous vehicle. Also, in some embodiments, the obtained information relating to the at least one geographical zone associated with the transponder may comprise a time-dependent entrance criteria which if not fulfilled will cause the control unit to switch to another autonomous operating mode of the autonomous vehicle. Hence, for example, it may not be possible for the autonomous vehicle to enter into a specific geographical zone that is closed off at a certain point in time.

Further, in some embodiments, the obtained information relating to the at least one geographical zone associated with the transponder comprise an indication to follow a specifically defined path upon operating in the at least one geographical zone associated with the transponder which if not adhered to will cause the control unit to switch to another autonomous operating mode of the autonomous vehicle. This may advantageously restrict the movement of the autonomous vehicle to a certain path within a specific geographical zone. This may be performed in order to have a safe operation of the autonomous vehicle or for other security reasons.

According to a second aspect of embodiments herein, the object is achieved by a control unit for operating an autonomous vehicle. The control unit is arranged to communicate via at least one antenna. The control unit is configured to obtain, based on a signal from the at least one antenna, information relating to at least one geographical zone associated with a transponder as the autonomous vehicle moves in proximity of the transponder. Also, the control unit is configured to determine an autonomous operating mode of the autonomous vehicle based on the obtained information relating to the at least geographical zone associated with the transponder. The control unit is further configured to operate the autonomous vehicle in accordance with the determined autonomous operating mode.

In some embodiments, the control unit the autonomous operating mode may comprise one or more of: a speed, a full stop command, an off-switch command, and one or more steering angle limits. Additionally, in some embodiments, the autonomous operating mode may comprise one or more threshold levels for the autonomous vehicle on any one of: one or more steering angle rates, an acceleration, a curvature, a yaw rate, an articulation rate, a roll angle, a driving direction, or a type of propulsion to be used in case the autonomous vehicle is a hybrid vehicle. Further, in some embodiments, the autonomous operating mode may comprise a limitation for the autonomous vehicle to a set of determined approved vehicle actions, or one or more use requirements of difference vehicle applications or hardware.

Also, in some embodiments, the control unit may be configured to switch to another autonomous operating mode of the autonomous vehicle in case a time limit and/or maximum driving distance comprised in the obtained information relating to the at least one geographical zone associated with the transponder, expires before any information relating to another geographical zone associated with a subsequent transponder is obtained. In some embodiments, the control unit may be configured to switch to another autonomous operating mode of the autonomous vehicle in case a time-dependent entrance criteria comprised in the obtained information relating to the at least one geographical zone associated with the transponder, expires before any information relating to another geographical zone associated with a subsequent transponder is not fulfilled. Further, in some embodiments, the control unit may be configured to switch to another autonomous operating mode of the autonomous vehicle in case an indication to follow a specifically defined path upon operating in the at least one geographical zone associated with the transponder comprised in the obtained information relating to the at least one geographical zone associated with the transponder is not adhered to.

According to a third aspect of the embodiments herein, the object is achieved by a computer program comprising instructions which, when executed in a processing circuitry, cause the processing circuitry to carry out the method described above. According to a fourth aspect of the embodiments herein, the object is achieved by a carrier containing the computer program described above, wherein the carrier is one of an electronic signal, optical signal, radio signal, or computer-readable storage medium.

According to a fifth aspect of the embodiments herein, the object is achieved by an autonomous vehicle comprising a control unit as described above. In some embodiments, the autonomous vehicle may be attached to a trailer, wherein the trailer is arranged with at least one additional antenna arranged to be connected to the control unit of the autonomous vehicle.

<FIG> illustrates an example of an autonomous vehicle <NUM>. In this case, the autonomous vehicle <NUM> is exemplified as a working machine, in particular an articulated hauler or dumper. Here, the operation of the autonomous vehicle <NUM> may be at least partly controlled by a control unit <NUM>. For example, the control unit <NUM> may determine a specific autonomous operating mode for an on-board automated driving system. This on-board automated driving system may be configured to adhere to and follow the specific autonomous operating mode determined and communicated by the control unit <NUM>. In some embodiments, the control unit <NUM> may be integrated with and form a part of the on-board automated driving system. In some embodiments, the control unit <NUM> may also be connected to the brake- and steering systems of the vehicle <NUM> and on-board sensors, such as, for example, steering wheel angle sensor, wheel speed sensors, etc. The control unit <NUM> may be connected to, or arranged to communicate with, at least one antenna <NUM>. The control unit <NUM> is configured to use the at least one antenna <NUM> in order to transmit and receive information from a transponder <NUM> when passing within the transmission range of the transponders <NUM>. The control unit <NUM>, the at least one antenna <NUM> and the transponder <NUM> may be configured to use various different short-range communication technologies, such as, e.g. Near-Field Communications (NFC), Radio-Frequency Identification (RFID), Wireless Local Area Networks (WLAN), Ultra-wideband (UWB) or Bluetooth wireless communications for transmitting and receiving information to/from each other. In some embodiments, the control unit <NUM> may also be referred to as a geo-fencing logics unit.

According to some embodiments, a first on-board Electronic Control Unit, ECU, may be connected to, or coupled to, the at least one antenna <NUM>. The first onboard ECU may then read the information from the transponder <NUM> and forward the information to a second on-board ECU, i.e. the control unit <NUM> in this case. The second on-board ECU may then determine a specific autonomous operating mode and control the autonomous vehicle <NUM> accordingly. For example, by being connected directly to the actuators for controlling the vehicle <NUM> or in co-operation with an on-board automated driving system.

In some embodiments, using e.g. RFID, a transponder <NUM> may be configured with a specific unique identity or identification number. As the control unit <NUM> and the at least one antenna <NUM> passes within the transmission range of the transponder <NUM>, the control unit <NUM> may via the antenna <NUM> transmit an interrogation signal to the transponder <NUM>. The transponder <NUM> may respond by generating or transmitting a feedback signal back to the at least one antenna <NUM> and the control unit <NUM>, wherein the feedback signal may comprise the specific unique identity or identification number of the transponder <NUM>. However, other more complex information, such as, for example, information stored in an integrated memory in the transponder <NUM>, may also be transmitted back to the control unit <NUM>. The control unit <NUM>, the at least one antenna <NUM> and the transponder <NUM> may, for example, be configured to use passive, active or semi-passive RFIDs.

In case the feedback signal from the transponder <NUM> only comprises the specific unique identity or identification number of the transponder <NUM>, the control unit <NUM> be configured with, or be arranged to communicate with, a database (not shown) comprising information associated with the specific unique identity or identification number of the transponder <NUM>. The database may comprise information indicating certain limitation or boundaries forming or making up a specific autonomous driving mode within the corresponding geographical zone. Examples of information that may be stored in the database for the transponder <NUM>, i.e. information associated with the unique identity or identification number of the transponder <NUM>, may comprise, for example, one or more of:.

For example, in some embodiments, the control unit <NUM> may determine the location of the autonomous vehicle <NUM> based on the position of the transponder <NUM> in a local/global coordinate system.

Optionally, according to some embodiments, the reception of the feedback signal from the transponder <NUM> may also be used as input to a counter in the control unit <NUM>, wherein the counter value may be used to determine a location of the vehicle <NUM> along a route. Alternatively, the reception of the feedback signal from the transponder <NUM> may also be used to obtain a point in time, which the control unit <NUM> may transmit further in order to provide a "heart-beat"-signal to a centralized control system located a distance from the vehicle <NUM>. This signal may then, for example, be used by the centralized control system to determine a location of the vehicle <NUM> along a route. The centralized control system may then transmit information back to the control unit <NUM> based on the determined location of the vehicle <NUM> along the route.

<FIG> illustrates a number of different geographical zones A-J arranged with transponders <NUM>-<NUM> according to some embodiments. The different geographical zones A-J may comprise different geographical sites or areas A, E, J and different geographical route segments B-D, F-H.

In this example, an autonomous vehicle <NUM> may for a certain period of time operate within the geographical site or area A. However, as the autonomous vehicle <NUM> leaves the geographical site A along a route towards another geographical site E, the control unit <NUM> and the at least one antenna <NUM> on-board the autonomous vehicle <NUM> may detect the transponder <NUM> as it passes into the geographical zone B. The control unit <NUM> may thus receive information from the transponder <NUM>. For example, this information may indicate certain limitations that the autonomous driving system of the vehicle <NUM> must adhere to or fulfill in the geographical zone B, i.e. an autonomous driving mode. However, it should also be noted that this information may also indicate certain limitations that the autonomous driving system of the vehicle <NUM> must adhere to or fulfill in the next upcoming geographical zone, i.e. the geographical zone C. In this case, the autonomous driving system of the vehicle <NUM> may adapt its driving before entering the geographical zone C. According to one example, the information may also indicate the distance that the autonomous vehicle <NUM> may drive before expecting to detect the next upcoming transponder on the route, i.e. the transponder <NUM>. This may, for example, be set to the approximate distance between the transponder <NUM> and <NUM>. Advantageously, this may set a limit on how far the autonomous vehicle <NUM> may go off from the route before the autonomous vehicle <NUM> is stopped in case an error should occur. Hence, based on this information, the control unit <NUM> may determine an autonomous operating mode of the vehicle <NUM> suitable for operating the autonomous vehicle <NUM> within the geographical zone B. The control unit <NUM> may then operate the autonomous vehicle <NUM> accordingly therein. In other words, the control unit <NUM> may switch autonomous operating mode based on the information indicated by the transponder <NUM>.

After a certain time of operating according to the determined autonomous operating mode in geographical zone B, the autonomous vehicle <NUM> may pass into the geographical zone C upon which the control unit <NUM> and the at least one antenna <NUM> on-board the autonomous vehicle <NUM> will detect the transponder <NUM>. The control unit <NUM> may thus receive information from the transponder <NUM>. Similar to the information from the transponder <NUM>, this information may also indicate certain limitations that the autonomous driving system of the vehicle <NUM> must adhere to or fulfill, but instead adapted for the geographical zone C. Optionally, the information may also comprise information about the next geographical zone D as well. In this case, some information, such as, e.g. velocity and steering values for the next upcoming geographical zone D, or route segment, may provide information to the autonomous driving system of the autonomous vehicle <NUM>, so that the velocity of the autonomous vehicle <NUM> may be adapted to the next upcoming geographical zone D when getting close to the end of the the geographical zone C. Based on this information, the control unit <NUM> may determine an autonomous operating mode of the vehicle <NUM> that is suitable for operating the autonomous vehicle <NUM> within the geographical zone C. The control unit <NUM> may then operate the autonomous vehicle <NUM> accordingly therein. In other words, the control unit <NUM> may switch autonomous operating mode based on the information indicated by the transponder <NUM>.

Subsequently, the autonomous vehicle <NUM> may pass into the geographical zone D upon which the control unit <NUM> and the at least one antenna <NUM> on-board the autonomous vehicle <NUM> will detect the transponder <NUM> and receive a similar type of information as from the previous transponders <NUM>, <NUM>, but instead adapted for the geographical zone D. The control unit <NUM> may then determine an autonomous operating mode of the vehicle <NUM> based on this information and then operate the autonomous vehicle <NUM> accordingly within the geographical zone D. In other words, the control unit <NUM> may switch autonomous operating mode based on the information indicated by the transponder <NUM>. As the vehicle <NUM> passes into the geographical site or area E at the end of the route, the control unit <NUM> and the at least one antenna <NUM> on-board the autonomous vehicle <NUM> will detect the transponder <NUM> and receive a similar type of information as described above, but adapted for the geographical site E. Consequently, the control unit <NUM> may then determine an autonomous operating mode of the vehicle <NUM> based on this information and then operate the autonomous vehicle <NUM> accordingly within the geographical site E. In other words, the control unit <NUM> may switch autonomous operating mode based on the information indicated by the transponder <NUM>.

It should also be noted that depending on the travelling direction of the autonomous vehicle <NUM> along the route, e.g. from A-E or from E-A, the information obtained from the transponders <NUM>-<NUM>, or the obtained information in the database related to the obtained information from the transponders <NUM>-<NUM>, may vary. For example, if the travelling direction of the autonomous vehicle <NUM> along the route is from A-E, then the transponder <NUM> will be passed first, the transponder <NUM> secondly, the transponder <NUM> thirdly, and last the transponder <NUM>; whereas in case the travelling direction of the autonomous vehicle <NUM> along the route is from E-A, then the transponder <NUM> will be passed first, the transponder <NUM> secondly, the transponder <NUM> thirdly, and last the transponder <NUM>. Thus, for example, information regarding the next upcoming transponder may vary depending on the travelling direction of the autonomous vehicle <NUM> along the route.

In <FIG>, a second route between the geographical site or area E and the geographical site or area J is also described. Here, this second route is divided into three different geographical route segments F, G and H, wherein each of the geographical route segment F, G and H is delimited by the transponders <NUM>-<NUM>.

Examples of embodiments of a method performed by a control unit <NUM> for operating an autonomous vehicle <NUM>, will now be described with reference to the flowchart depicted in <FIG> is an illustrated example of actions, steps or operations which may be performed by the control unit <NUM> as described above with reference to <FIG>. Here, the control unit <NUM> is arranged to communicate with at least one antenna <NUM>. The method may comprise the following actions, steps or operations.

Action <NUM>. The control unit <NUM> obtains, based on a signal from the at least one antenna <NUM>, information relating to at least one geographical zone A-J associated with a transponder <NUM>-<NUM> as the autonomous vehicle <NUM> moves in proximity of the transponder <NUM>-<NUM>. his has been described in detail above with reference to <FIG>.

Action <NUM>. After obtaining the information in Action <NUM>, the control unit <NUM> determines an autonomous operating mode of the vehicle <NUM> based on the obtained information relating to the at least one geographical zone A-J associated with the transponder <NUM>-<NUM>. This means that the operation of the autonomous vehicle <NUM> may be adapted to a particular geographical zone A-J upon entering each geographical zone A-J, respectively, in a continuously safe and robust manner.

In some embodiments, the determined autonomous operating mode may comprises one or more of: a speed, a full stop command, an off-switch command, and one or more steering angle limits. For example, in case the velocity or one or more steering angles would reach outside the allowed range for a particular geographical zone A-J according to the determined autonomous operating mode, the autonomous vehicle <NUM> may be stopped and/or turned off. This would advantageously, for example, help to reduce the maximum distance from the route in case of faults. However, it should also be noted that, for example, determined autonomous operating mode may also allow for a higher speeds in a particular geographical zone A-J. This would advantageously assist the autonomous vehicle <NUM> to perform its task on time in a safe manner.

Also, in some embodiments, the determined autonomous operating mode may comprise one or more threshold levels for the autonomous vehicle <NUM> on any one of: one or more steering angle rates, an acceleration, a curvature, a yaw rate, an articulation rate, a roll angle, a driving direction, a type of propulsion to be used in case the autonomous vehicle <NUM> is a hybrid vehicle. For example, for particular geographical zones, it may be that one or a combination of these factors may indicate that a particular operation of the autonomous vehicle <NUM> is unsuitable. For example, for a steep downhill route comprising a hard turn, the determined autonomous operating mode may comprise a maximum steering angle rate limit, a maximum acceleration limit, a maximum curvature limit, a maximum yaw rate limit, a maximum articulation rate limit, etc., which if exceeded will, according to the determined autonomous operating mode, the autonomous vehicle <NUM> to force a brake or stop of the autonomous vehicle <NUM>. Here, it may be noted that for a vehicle <NUM> comprising more than one steerable axle, there may be multiple different steering angles and steering angle rates specified in the determined autonomous operating mode.

Further, according to some embodiments, the determined autonomous operating mode comprises a limitation for the autonomous vehicle <NUM> to a set of determined approved vehicle actions, or one or more use requirements of difference vehicle applications or hardware. For example, the determined autonomous operating mode may specify that a certain action by the autonomous driving system or a certain working tool is not permitted within a particular geographical zone A-J. Another option here is for the determined autonomous operating mode to specify that a vehicle subsystem is to be turned off, e.g. a steering system of the vehicle <NUM>.

Action <NUM>. After the determination in Action <NUM>, the control unit <NUM> operate the autonomous vehicle <NUM> in accordance with the determined autonomous operating mode. This means that the autonomous vehicle <NUM> and/or autonomous driving system of the autonomous vehicle <NUM> is to be operated according to the limitations and/or requirements specified by the determined autonomous operating mode.

In some embodiments, the obtained information relating to the at least one geographical zone associated with the transponder <NUM>-<NUM> may comprise a time limit and/or maximum driving distance, which in case of expiration before any information relating to another geographical zone A-J associated with a subsequent transponder <NUM>-<NUM> is obtained will cause the control unit <NUM> to switch to another autonomous operating mode of the autonomous vehicle <NUM>. For example, an allowed maximum distance may determine how far the autonomous vehicle <NUM> is allowed to drive in a current geographical zone A-J before detecting the next upcoming transponder <NUM>-<NUM>. Hence, if the autonomous vehicle <NUM> reaches this maximum allowed distance without detecting a new transponder, the control unit <NUM> may take appropriate action, such as, for example, brake, stop or turn off the autonomous vehicle <NUM>. Also, in some embodiments, the obtained information relating to the at least one geographical zone associated with the transponder <NUM>-<NUM> comprise a time-dependent entrance criteria which if not fulfilled will cause the control unit <NUM> to switch to another autonomous operating mode of the autonomous vehicle <NUM>. For example, an allowed minimum time frame may determine how far the autonomous vehicle <NUM> is allowed to drive in a current geographical zone A-J before detecting the next upcoming transponder <NUM>-<NUM>. Hence, if the autonomous vehicle <NUM> exceeds this maximum allowed time frame without detecting a new transponder, the control unit <NUM> may take appropriate action, such as, for example, brake, stop or turn off the autonomous vehicle <NUM>. Further, in some embodiments, the obtained information relating to the at least one geographical zone associated with the transponder <NUM>-<NUM> comprise an indication to follow a specifically defined path upon operating in the at least one geographical zone A-J associated with the transponder <NUM>-<NUM> which if not adhered to will cause the control unit <NUM> to switch to another autonomous operating mode of the autonomous vehicle <NUM>. For example, in case the next upcoming transponder <NUM>-<NUM> is not the next expected transponder on the route, the control unit <NUM> may take appropriate action, such as, for example, brake, stop or turn off the autonomous vehicle <NUM>.

To perform the method actions for operating an autonomous vehicle <NUM>, the control unit <NUM> may comprise the following arrangement depicted in <FIG> shows a schematic block diagram of embodiments of the control unit <NUM>. The control unit <NUM> is arranged to communicate via at least one antenna <NUM>. It should also be noted that, although not shown in <FIG>, known conventional features of a control unit <NUM>, such as, for example, a connection to a power source, e.g. a battery, or connections to brake or steering systems, e.g. on-board actuators or sensors for controlling the movement of the vehicle <NUM>, may be assumed to be comprised in the control unit <NUM>, but is not shown or described in any further detail in regards to <FIG>. The control unit <NUM> may comprise processing circuitry <NUM> and a memory <NUM>. It should also be noted that some or all of the functionality described in the embodiments above as being performed by the control unit <NUM> may be provided by the processing circuitry <NUM> executing instructions stored on a computer-readable medium, such as, e.g. the memory <NUM> shown in <FIG>. Alternative embodiments of the control unit <NUM> may comprise additional components, such as, for example, an obtaining module <NUM>, a determining unit <NUM>, and an operating module <NUM>, whereby each module may be configured and responsible for providing its dedicated functionality to support the embodiments described herein.

The control unit <NUM> or processing circuitry <NUM> is configured to, or may comprise the obtaining module <NUM> being configured to, obtain, based on a signal from the at least one antenna <NUM>, information relating to at least one geographical zone A-J associated with a transponder <NUM>-<NUM> as the autonomous vehicle <NUM> moves in proximity of the transponder <NUM>-<NUM>. Also, the control unit <NUM> or processing circuitry <NUM> is configured to, or may comprise the determining module <NUM> being configured to, determine an autonomous operating mode of the autonomous vehicle <NUM> based on the obtained information relating to the at least geographical zone A-J associated with the transponder <NUM>-<NUM>. Further, the control unit <NUM> or processing circuitry <NUM> is configured to, or may comprise the operating module <NUM> being configured to, operate the autonomous vehicle <NUM> in accordance with the determined autonomous operating mode.

In some embodiments, the autonomous operating mode comprises one or more of: a speed, a full stop command, an off-switch command, and one or more steering angle limits. Also, in some embodiments, the autonomous operating mode comprises one or more threshold levels for the autonomous vehicle <NUM> on any one of: one or more steering angle rates, an acceleration, a curvature, a yaw rate, an articulation rate, a roll angle, a driving direction, or a type of propulsion to be used in case the autonomous vehicle <NUM> is a hybrid vehicle. Further, in some embodiments, the autonomous operating mode comprises a limitation for the autonomous vehicle <NUM> to a set of determined approved vehicle actions, or one or more use requirements of difference vehicle applications or hardware.

Further, according to some embodiments, the control unit <NUM> or processing circuitry <NUM> is configured to, or may comprise the operating module <NUM> being configured to, switch to another autonomous operating mode of the autonomous vehicle <NUM> in case a time limit and/or maximum driving distance comprised in the obtained information relating to the at least one geographical zone associated with the transponder <NUM>-<NUM>, expires before any information relating to another geographical zone A-J associated with a subsequent transponder <NUM>-<NUM> is obtained. In some embodiments, the control unit <NUM> or processing circuitry <NUM> is configured to, or may comprise the operating module <NUM> being configured to, switch to another autonomous operating mode of the autonomous vehicle <NUM> in case a time-dependent entrance criteria comprised in the obtained information relating to the at least one geographical zone associated with the transponder <NUM>-<NUM>, expires before any information relating to another geographical zone A-J associated with a subsequent transponder <NUM>-<NUM> is not fulfilled. Further, in some embodiments, the control unit <NUM> or processing circuitry <NUM> is configured to, or may comprise the operating module <NUM> being configured to, switch to another autonomous operating mode of the autonomous vehicle <NUM> in case an indication to follow a specifically defined path upon operating in the at least one geographical zone A-J associated with the transponder <NUM>-<NUM> comprised in the obtained information relating to the at least one geographical zone associated with the transponder <NUM>-<NUM>, is not adhered to.

Furthermore, the embodiments for operating an autonomous vehicle <NUM> described above may be at least partly implemented through one or more processors, such as, the processing circuitry <NUM> in the control unit <NUM> depicted in <FIG>, together with computer program code for performing the functions and actions of the embodiments herein. The program code mentioned above may also be provided as a computer program product, for instance in the form of a data carrier carrying computer program code or code means for performing the embodiments herein when being loaded into the processing circuitry <NUM> in the control unit <NUM>. The data carrier, or computer readable medium, may be one of an electronic signal, optical signal, radio signal or computer-readable storage medium. The computer program code may e.g. be provided as pure program code in the control unit <NUM> or on a server and downloaded to the control unit <NUM>. Thus, it should be noted that the functions of the control unit <NUM> may in some embodiments be implemented as computer programs stored in memory, e.g. in the computer readable storage unit <NUM> in <FIG>, for execution by processors or processing modules, e.g. the processing circuitry <NUM> in the control unit <NUM> of <FIG>.

Those skilled in the art will also appreciate that the processing circuitry <NUM> and the computer readable storage unit <NUM> described above may refer to a combination of analog and digital circuits, and/or one or more processors configured with software and/or firmware, e.g. stored in a memory, that when executed by the one or more processors such as the processing circuitry <NUM> perform as described above. One or more of these processors, as well as the other digital hardware, may be included in a single application-specific integrated circuit (ASIC), or several processors and various digital hardware may be distributed among several separate components, whether individually packaged or assembled into a system-on-a-chip (SoC).

<FIG> illustrates a side view of an embodiment of an autonomous vehicle <NUM> comprising a control unit <NUM>. In this example, the vehicle <NUM> in <FIG> is a heavy-duty vehicle which comprises a truck or towing vehicle <NUM> configured to tow a trailer unit <NUM> in a known manner, e.g., by a fifth wheel connection. Herein, a heavy-duty vehicle is taken to be a vehicle designed for the handling and transport of heavier objects or large quantities of cargo, such as, e.g. a semi-trailer vehicle, rigid trucks and/or multi-trailer heavy-duty vehicles comprising one or more dolly vehicle units. The vehicle <NUM> may comprise a combustion engine, one or more electric drive units, or a combination or hybrid thereof. Thus, even though the embodiments herein for operating autonomous vehicles are described mainly with respect to working machines or heavy-duty vehicles, such as, the embodiments herein should not be considered restricted to this particular type of vehicle but may also be used in other types of vehicles, such as, e.g. a conventional passenger vehicles or cars. In this example, the vehicle <NUM> in <FIG> is further configured with a control unit <NUM> that is connected to more than one antenna <NUM>, <NUM>, <NUM>. This may be particularly advantageous in case of having a long extended vehicle <NUM>, since the point in time when each of the antennas <NUM>, <NUM>, <NUM> receives the information from a transponder <NUM>-<NUM>, and thus also the control unit <NUM>, may be used by the control unit <NUM> to select a suitable operating mode of the vehicle <NUM>. In some embodiments, this information may, for example, be used to determine angles between a truck <NUM> and its trailer unit <NUM>, which may be used to a suitable operating mode of the vehicle <NUM>.

<FIG> shows an example of a state flow diagram over the implemented logic in the control unit <NUM> according to some embodiments.

Here, at start-up, the control unit <NUM> may be in a NoTransponderDetected state. In this state, for example, the velocity limit and/or steering angle may be set to some nominal velocity or angle. According to some embodiments, two different transitions may occur from this state:.

In the TransponderDetected state, the velocity of the autonomous vehicle <NUM> may be limited based on the information indicated by the transponder <NUM>-<NUM>, e.g. the identity or identification number of the transponder. Simultaneously, a distanceSinceLast parameter may be set to zero (<NUM>). This may indicate that the autonomous vehicle <NUM> just passed a transponder <NUM>-<NUM>. Furthermore, in some cases, the control unit <NUM> be informed about the distance to the next transponder, e.g. a distToNext parameter, based on the information indicated by the transponder <NUM>-<NUM>. While in the TransponderDetected state, the control unit <NUM> may continuously be update the distance from the last transponder, i.e. a distanceSinceLast parameter, based on the velocity of the autonomous vehicle <NUM>. According to some embodiments, three different transitions may occur from the TransponderDetected state:.

In the Fallback state, the control unit <NUM> may, for example, apply the brakes in order to reduce the speed of the autonomous vehicle <NUM>. Optionally, the control unit <NUM> may force a full stop of the autonomous vehicle <NUM>, and even turn off the autonomous vehicle <NUM>, if preferred. In some embodiments, the control unit <NUM> may, for example, change to the NoTransponderDetected state when the velocity of the autonomous vehicle <NUM> falls below a nominal value. Alternatively, the control unit <NUM> may also change back to the NoTransponderDetected state, or force a full stop of the autonomous vehicle <NUM> depending on the error that resulted in the change to the Fallback state.

Optionally, the limitations on certain states in a specific geographical zone may be derived from a desired fallback behaviour. When a fault affecting the position of the autonomous vehicle <NUM> occurs, the control unit <NUM> described above may detect this within a certain period of time and thus, for example, cause the autonomous vehicle <NUM> to apply its brakes. Depending on where the autonomous vehicle <NUM> is within a geographical zone, there may be more or less room to stop the autonomous vehicle <NUM>. Within some geographical zones, it might be very tight and the autonomous vehicle <NUM> must stop almost instantly, while within other geographical zones there may be bigger areas around the route which allows the autonomous vehicle <NUM> to take more time to stop. For each geographical zone, it may be possible to define how large deviation from the intended route that a fallback manoeuvre of the autonomous vehicle <NUM> may result in. Based on this distance, it may be possible to use a model of the autonomous vehicle <NUM> to decide, e.g. the maximum velocity limit and maximum steering angle in order to guarantee that the autonomous vehicle <NUM> stays within the allowed area. This decision may be made by the control unit <NUM> beforehand, i.e. offline, and the minimum and maximum parameters for velocity and steering angle may be kept in the database as described in some of the embodiments above. It may also be possible for the control unit <NUM> to calculate these limits or parameters in real-time, i.e. online. In this case, the allowed maximum deviation may, for example, be saved in the database. Here, the model of the autonomous vehicle <NUM> may be used to calculate these limits based on the real-time information, such as, e.g. road friction.

The description of the example embodiments provided herein have been presented for purposes of illustration. The description is not intended to be exhaustive or to limit example embodiments to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from practice of various alternatives to the provided embodiments. The examples discussed herein were chosen and described in order to explain the principles and the nature of various example embodiments and its practical application to enable one skilled in the art to utilize the example embodiments in various manners and with various modifications as are suited to the particular use contemplated. The features of the embodiments described herein may be combined in all possible combinations of methods, apparatus, modules, systems and computer program products. It should be appreciated that the example embodiments presented herein may be practiced in any combination with each other.

Claim 1:
A method performed by a control unit (<NUM>) for operating an autonomous vehicle (<NUM>), the control unit (<NUM>) is arranged to communicate via at least one antenna (<NUM>), wherein the method comprise:
obtaining (<NUM>), based on a signal from the at least one antenna (<NUM>), information relating to at least one geographical zone (A-J) associated with a transponder (<NUM>-<NUM>) as the autonomous vehicle (<NUM>) moves in proximity of the transponder (<NUM>-<NUM>);
determining (<NUM>) an autonomous operating mode of the autonomous vehicle (<NUM>) based on the obtained information relating to the at least one geographical zone (A-J) associated with the transponder (<NUM>-<NUM>); and
operating (<NUM>) the autonomous vehicle (<NUM>) in accordance with the determined autonomous operating mode,
characterized in that the obtained information relating to the at least one geographical zone associated with the transponder (<NUM>-<NUM>) comprise a time limit and/or maximum driving distance, which in case of expiration before any information relating to another geographical zone (A-J) associated with a subsequent transponder (<NUM>-<NUM>) is obtained will cause the control unit (<NUM>) to switch to another autonomous operating mode of the autonomous vehicle (<NUM>).