Systems and methods for smooth automatic lane change (alc) operation

Abstract

Systems and methods for smooth automatic lane change (ALC) operation. A task planner sends an ALC look-ahead signal to a lateral controller upon receiving a request for ALC. The task planner then begins operation of trust establishment for a preprogrammed time and waits for an ALC ready signal from the lateral controller. Upon receiving the ALC look-ahead signal, the lateral controller calculates a readiness index R ALC as a function of the request for ALC, the current trajectory, and a lane centering control path. When R ALC is less than or equal to a readiness threshold Rt, the lateral controller sends an ALC ready signal. When R ALC is greater than Rt, the lateral controller generates a steering correction and applies the steering correction to reduce R ALC , thereby stabilizing the vehicle and sending an ALC ready signal. Once the ALC ready signal is received, the ALC operation is performed.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to automatic control of operations in a mobile platform, and more particularly to systems and methods for smooth automatic lane change (ALC) operations in a mobile platform. BACKGROUND

[0002] Automatic lane change (ALC) requests can occur in a self-driving mobile platform or a mobile platform with a driver. Depending on the initial conditions and trajectory of the mobile platform when the ALC request is issued, various technical issues can arise as the response of the mobile platform can vary. In some cases, the ALC can immediately disengage. In other cases, a driver alert showing that the ALC is engaging / disengaging can blink and cause a nuisance, and in other cases, performing the ALC in response to the ALC request can cause discomfort to the passengers.

[0003] In addition to solving the related problems, the following disclosure provides technical solutions to these technical problems. Furthermore, other desirable features and characteristics of the systems and methods will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing background. SUMMARY

[0004] A system for automatic lane change (ALC) operations implemented on a vehicle is provided. The system includes: a mission planner module configured to: receive an ALC request; send an ALC look-ahead signal including the requested ALC in response to the ALC request; perform a trust establishment operation for a pre-programmed duration in response to the ALC request; and determine whether the ALC is reasonable based on a result of the trust establishment operation after the trust establishment operation is completed; and a lateral control module operatively coupled to the mission planner module and configured to: receive the ALC look-ahead signal including the requested ALC; calculate a readiness index R ALC , R ALC is a function of the ALC request, a current trajectory, and a lane centering control state; compare R ALC to a pre-defined readiness threshold Rt; send an ALC readiness signal when R ALC is less than or equal to Rt; perform a stabilization operation when R ALC is greater than Rt; the mission planner module is further configured to receive the ALC readiness signal and, in response to receiving the ALC readiness signal, generate a command to execute the ALC when the ALC is reasonable.

[0005] In one embodiment, the mission planner module is further configured to: generate a command to alert a driver of the ALC in response to receiving the ALC readiness signal when the ALC is proven to be reasonable.

[0006] In one embodiment, the task planner module is further configured to receive data from the camera system and sensors regarding nearby road actors, receive map data from the map system, receive navigation system data of the vehicle, and determine that the ALC is justified when the expected lane is determined to still be available and all identified road actors are determined to be driving in unison.

[0007] In one embodiment, the task planner module is further configured to receive data from the camera system and sensors regarding nearby road actors, receive data from the camera system and sensors regarding the road surface, receive map data from the map system, receive navigation system data of the vehicle, and determine that the ALC is justified based on a determination that the expected lane is still available, all identified road actors are driving in unison, and the road surface has not changed significantly.

[0008] In one embodiment, the task planner module is further configured to determine that the ALC is not justified when the expected lane is determined to no longer be available or the road actors are not driving in unison, and to withdraw the ALC heads-up signal.

[0009] The system of claim 4, wherein the task planner module is further configured to determine that the ALC is not justified when the expected lane is determined to no longer be available, the road actors are not driving in unison, or the road surface has changed in a significant manner, and to withdraw the ALC heads-up signal.

[0010] In one embodiment, the lateral control module is further configured to calculate a steering correction δ ALC required steering correction δ AP as a function of the current trajectory and vehicle speed, and wherein performing the stabilization operation comprises calculating the steering correction.

[0011] In one embodiment, performing the stabilization operation further comprises applying the steering correction δ AP to stabilize the vehicle prior to the ALC being initiated.

[0012] In one embodiment, applying the steering correction δ AP includes applying a series of incremental adjustments made at respective time increments.

[0013] A method for automated lane change (ALC) operations implemented on a vehicle is also provided. The method includes, at a mission planner module comprising a processor programmed with programmed instructions: receiving an ALC request; in response to the ALC request, sending an ALC heads-up signal comprising the requested ALC; in response to the ALC request, performing a trust establishment operation for a preprogrammed duration of time; and determining whether the ALC is reasonable based on a result of the trust establishment operation; at a lateral control module operably coupled to the mission planner module: receiving the ALC heads-up signal comprising the requested ALC; calculating a readiness index R ALC , R ALC is a function of the ALC request, a current trajectory, and a lane centering control; comparing R ALC to a predefined readiness threshold Rt; sending an ALC readiness signal when R ALC is less than or equal to Rt; and performing a stabilization operation when R ALC is greater than Rt; the method further includes, at the mission planner module, receiving the ALC readiness signal and, in response to receiving the ALC readiness signal, generating a command to execute the ALC when the ALC is proven to be reasonable.

[0014] In one embodiment, at the mission planner module: in response to receiving the ALC readiness signal, generating a command to alert a driver of the ALC when the ALC is reasonable.

[0015] In one embodiment, at the mission planner module: receiving data from a camera system and sensors regarding nearby road actors; receiving map data from a map system; receiving navigation system data of the vehicle; and determining that the ALC is reasonable based on a determination that the intended lane is still available and all identified road actors are driving consistently.

[0016] In one embodiment, at the mission planner module: receiving data from a camera system and sensors regarding nearby road actors; receiving data from the camera system and sensors regarding the road surface; receiving map data from a map system; receiving navigation system data of the vehicle; and determining that the ALC is reasonable based on a determination that the intended lane is still present, all identified road actors are driving consistently, and the road surface has not changed significantly.

[0017] In one embodiment, at the mission planner module: determining that the ALC is not reasonable upon a determination that the intended lane is no longer available or road actors are not driving consistently; and withdrawing the ALC heads-up signal.

[0018] In one embodiment, at the task planner module: determining that the ALC is unreasonable upon determining that the expected lane is no longer available, road participants are driving inconsistently, or the road surface has changed in a significant manner; and withdrawing the ALC heads-up signal.

[0019] In one embodiment, at the lateral control module: calculating a reduction in R ALC the steering correction δ AP , as a function of the current trajectory and vehicle speed; and wherein performing the stabilization operation comprises calculating the steering correction.

[0020] In one embodiment, performing the stabilization operation further comprises applying the steering correction δ AP to stabilize the vehicle prior to ALC initiation.

[0021] In one embodiment, wherein applying the steering correction δ AP comprises applying a series of incremental adjustments made at respective time increments.

[0022] A system for automatic lane change (ALC) operation implemented on a vehicle is also provided. The system comprises: a central platform controller configured to: receive input from a user interface; receive data about nearby road participants from a camera system and sensors; receive map data from a map system; receive navigation system data of the vehicle; review an initial ALC request, thereby generating an ALC request based on the initial ALC request; send an ALC heads-up signal comprising the requested ALC in response to the ALC request; perform a trust establishment operation for a preprogrammed duration in response to the ALC request; and upon completion of the trust establishment operation, determine that the ALC is reasonable in the event that the expected lane is still available, all identified road participants are driving consistently, and the road surface has not changed significantly; a drive system operably coupled to the central platform controller and configured to: receive the ALC heads-up signal comprising the requested ALC; calculate a readiness index R ALC , R ALC as a function of the requested ALC, the current trajectory, and lane centering control; compare R ALC to a predefined readiness threshold Rt; send an ALC readiness signal when R ALC is less than or equal to Rt; perform a stabilization operation when R ALC is greater than Rt; the central platform controller is further configured to receive the ALC readiness signal and, in response to receiving the ALC readiness signal, generate a command to execute the ALC when the ALC is proven to be reasonable and generate a command to alert a driver of the ALC.

[0023] In one embodiment, the drive system is further configured to calculate a reduction in R ALCthe required steering correction δ AP as a function of the current trajectory and vehicle speed; and performing a stabilization operation including computing the steering correction. BRIEF DESCRIPTION OF DRAWINGS

[0024] Exemplary embodiments will be described below with reference to the accompanying drawings, in which like elements are denoted by like reference numerals, and in which:

[0025] Figure 1 is a schematic diagram illustrating a system for smooth automatic lane change operation implemented on a vehicle, in accordance with various embodiments;

[0026] Figure 2 is an architectural block diagram of one or more application modules that can be run in the system for smooth automatic lane change operation; and

[0027] Figures 3-4 provides a process flow diagram describing an example method for smooth automatic lane change operation in a mobile platform, in accordance with various embodiments; and

[0028] Figures 5-6 is to help with understanding terminology used herein. DETAILED DESCRIPTION

[0029] The following detailed description is merely exemplary in nature and is not intended to limit the application and use. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description.

[0030] Embodiments of the disclosure can be described herein in terms of functional and / or logical block components and various processing steps. It should be appreciated that such block components can be realized by any number of hardware, software and / or firmware components configured to perform the specified functions. For example, an embodiment of the disclosure can employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which can carry out a variety of functions under the control of one or more microprocessors or other control devices. Similarly, the software implemented aspects of an embodiment of the disclosure are not described with reference to a particular computer system in terms of its hardware architecture.

[0031] As used herein, the term "module" can refer to any hardware, software, firmware, electronic control component, processing logic, and / or processor device, individually or in any combination. In various embodiments, a module is one or more of: an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), an electronic circuit, a computer system including a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and / or other suitable components that provide the described functionality.

[0032] For the sake of brevity, conventional techniques related to signal processing, data transmission, signaling, control, machine learning models, radar, lidar, image analysis, and other functional aspects of the system (as well as individual operational components of the system) are not described in detail herein. In addition, the connecting lines shown in the various figures contained herein are intended to represent example functional relationships and / or physical couplings between the various elements. It should be noted that there can be many alternative or additional functional relationships or physical connections between the elements in embodiments of the disclosure.

[0033] As noted above, depending on the initial conditions and trajectory of the moving platform when the ALC request is made, various technical issues can arise because the moving platform’s response can be different. In some cases, the ALC can immediately disengage. In other cases, the driver alert showing that the ALC is engaging / disengaging can blink and cause a nuisance, and in other cases, performing the ALC in response to the ALC request can cause the passenger to be uncomfortable.

[0034] The example embodiments provide a technical solution to this problem using a system and method for technical enhancements for smooth automatic lane change operations in moving platforms. The embodiments provided implement an algorithm that coordinates control and feedback between the mission planner module and the lateral control module. The algorithm provided calculates a readiness index to perform the ALC, and depending on the size of the readiness index, performs stabilization before performing the ALC.

[0035] When using the embodiments described herein, applications and moving platforms that rely on ALC operations can experience improved consistency of driver alerts and improved comfort in ALC operations. The system and method for technical enhancements for smooth automatic lane change operations in moving platforms are described in more detail in conjunction with the following figures.

[0036] Figure 1is a functional block diagram depicting an example mobile platform. The example mobile platform is a vehicle 100 that is capable of moving, towing, and transporting passengers from one location to another. The vehicle 100 is depicted in the illustrated embodiment as a passenger car, but other vehicle types can also be used, including motorcycles, taxis, fleets, buses, sedans, vans, trucks, sport utility vehicles, other automobiles, recreational vehicles, locomotives, and other vehicles. As generally understood, the vehicle 100 can embody a body, a chassis, and wheels 20, each rotatably connected to the chassis near a respective corner of the body. The vehicle 100 is depicted as having four wheels 20, but the number of wheels 20 can vary in other embodiments. The vehicle 100 can be autonomous or semi-autonomous. The vehicle 100 includes at least one collective functional block, a drive system 106, which generally includes known vehicle systems for vehicle operation, such as a propulsion system, a drivetrain system, a steering system, wheel actuators, and a braking system, and generates various signals, including vehicle speed and vehicle acceleration. In various embodiments, the drive system 106 is operably coupled to one or more on-board components and systems via a communication bus 130.

[0037] The external sources 150 include one or more other mobile platforms (also referred to herein as “road participants”) in the vehicle 100’s surrounding environment that are external to the vehicle 100. A system for smoothing automatic lane change operations in a mobile platform, generally shown as system 102, includes an ALC smoothing circuit 104. In various embodiments, the ALC smoothing circuit 104 is communicatively coupled to on-board systems and components via the communication bus 130, as shown by connection 105. The ALC smoothing circuit 104 can send commands and controls to various on-board systems and components through the connection 105 and the communication bus 130. The ALC smoothing circuit 104 can obtain information from and about various road participants via the on-board camera system 118 and sensors, and / or via the transceiver 112.

[0038] Returning to the vehicle 100, the vehicle 100 can include one or more other components and / or on-board systems, each of which is generally in communication with the ALC smoothing circuit 104 via the communication bus 130. Non-limiting examples of on-board components include the drive system 106, the central platform controller 108, the user interface 114, the transceiver 112, a global positioning system (GPS) 116, a camera system 118 and sensors, a map system 110, and a navigation system 120. The function and operation of each of these components will be described in greater detail below.

[0039] In various embodiments, the central platform controller 108 can receive and integrate communications from various modules and systems known to exist in the vehicle 100 described above. Thus, in some embodiments, the inputs provided to the ALC smoothing circuit 104 by the central platform controller 108 can include or represent user inputs (including ALC requests), mobile application and system inputs, inputs from non-vehicle communications (e.g., via the transceiver 112), and inputs based on a global positioning system (GPS) 116, a navigation system 120, a mapping system 110, a camera system 118, and sensors and drive systems 106.

[0040] The user interface 114 can provide any combination of touch, voice / audio, cursor, button press, and gesture controls for passengers in the vehicle 100. Thus, the user interface 114 can include display devices and audio devices, as is known in the industry.

[0041] The transceiver 112 can be configured to enable communications between vehicle components and systems and various external sources 150, such as cloud server systems. Thus, in various embodiments, the transceiver 112 includes hardware and software to support one or more communication protocols (e.g., WiFi and Bluetooth) for wireless communications 151 between the ALC smoothing circuit 104 and external sources (e.g., routers, the internet, clouds, satellites, communication towers, and ground stations).

[0042] The GPS 116 is a global positioning system well known in the mobile platform industry. The global positioning system 116 can interact via the transceiver 112 and various external sources to provide information about the location of the vehicle in three-dimensional space at any given time.

[0043] The mapping system 110 includes a database for storing up-to-date high-resolution maps of streets, environmental features, and the like.

[0044] The navigation system 120 can obtain and process signals from various vehicle components to determine current position, trajectory, speed, acceleration, and the like, and coordinate with the central platform controller 108, the global positioning system 116, and the mapping system 110 to plan future position, trajectory, speed, acceleration, turns, and the like.

[0045] Camera system 118 and sensors include one or more cameras and sensors for detecting the position and movement of features around road users and vehicles. Camera system 118 may include one or more optical cameras (e.g., forward-facing, 360-degree, rear-facing, side-facing, stereo, etc.) mounted on a vehicle and capable of zooming in and out, thermal (e.g., infrared) cameras, etc. Camera system 118 may include a forward collision module (FCM), an augmented reality camera (ARC), etc., or a subset thereof. In operation, the cameras and sensors in camera system 118 sense light levels, brightness, edges, contrast, light saturation, etc., and convert the sensed information into data that can be set on communication bus 130. In one embodiment, camera system 118 includes object recognition software. Sensors in camera system 118 may be configured to send, receive, and process LiDAR, radar, or other signals to determine the position and movement of nearby road users.

[0046] In various embodiments, such as Figure 1 As shown, the ALC smoothing circuit 104 is implemented as an enhanced computer system comprising a computer-readable storage device or medium for storing instructions, algorithms, and / or programs (e.g., a vehicle target localization algorithm and multiple pre-programmed thresholds and parameters), memory 54, a processor 50 for executing program 56, and input / output interface (I / O) 52. The computer-readable storage device or medium, memory 54, may include volatile and non-volatile storage in read-only memory, random access memory, and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operational variables when processor 50 is powered off. Memory 54 can be implemented using any of a variety of known storage devices, such as PROMs (programmable read-only memories), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or any other electrical, magnetic, optical, or combined storage device capable of storing data, some of which represent executable instructions used by processor 50 when controlling vehicle 100. In various embodiments, processor 50 is configured to implement system 102. The processor 50 can also utilize the memory 54 to cache data, temporarily store comparison and analysis results, etc. During method initialization or installation operations, the information in the memory 54 can be organized and / or imported from external sources; it can also be programmed through a user input / output interface.

[0047] Input / output interface (I / O) 52 can be operatively coupled to processor 50 via bus and allow for intra-circuit 104 communication as well as extra-circuit 104 communication. Input / output interface 52 can include one or more wired and / or wireless network interfaces and can be implemented using any suitable method and apparatus. In various embodiments, input / output interface (I / O) 52 includes hardware and software to support one or more communication protocols for wireless communication between processor 50 and external sources (e.g., satellites, clouds, communication towers, and ground stations). In various embodiments, input / output interface (I / O) 52 supports communication with a technician and / or one or more storage interfaces for direct connection to storage devices.

[0048] During operation of system 102, processor 50 loads and executes one or more algorithms, instructions, and rules embodied in program 56 and thus controls the overall operation of system 102. During operation of system 102, processor 50 can receive data from communication bus 130 or external sources (e.g., wireless signals 142 and communications 107). In various embodiments of system 102, ALC smoothing circuit 104 can: perform operations attributed to system 102 according to algorithms; perform operations according to state machine logic; and perform operations according to logic in programmable logic arrays.

[0049] While exemplary embodiments of system 102 are described in the context of ALC smoothing circuit 104 being implemented as a fully functional enhanced computer system, those skilled in the art will appreciate that the mechanisms of the present disclosure are capable of being distributed as a program product in a variety of forms. Such program product can include an arrangement of instructions organized into a plurality of interdependent program code modules, each configured to implement a separate process and / or perform a separate algorithmic operation, arranged to manage the flow of data through system 102. The program code modules can each include an ordered listing of executable instructions for implementing the logical functions of the processes performed by system 102. When executed by a processor (e.g., processor 50), the instructions in the program code modules cause the processor to receive and process signals and perform the logic, calculations, methods, and / or algorithms described herein for automatically and in real-time performing vehicle target positioning and generating related commands.

[0050] Once developed, the program code modules that make up the program product can be stored and distributed separately from the other program code used in an application, and can be stored and distributed on a variety of non-transitory computer- readable signal-bearing media, which can be used to store and distribute instructions such as program code. Such program product can take many forms as will occur to those of skill in the art, and the present disclosure equally applies to program products in any of these forms. Examples of signal-bearing media include recordable and non-recordable media, such as floppy disks, hard disks, memory cards and optical disks, and transmission media such as digital and analog communication links. It will be appreciated that, in some embodiments, cloud-based storage and / or other technologies can also be used as storage and program product for time-based viewing permission requests.

[0051] Turning now to Figures 2-4 and with continued reference to Figure 1 various method steps and associated example application process modules for a system 102 for smoothing automatic lane change operations are described. Figure 2 is an architectural diagram of one or more application modules that can operate in the system 102, and in conjunction with Figures 3-4 use, illustrates steps of a method for smoothing automatic lane change operations, generally shown as method 300.

[0052] In the example of Figure 2 the system 102 is generally divided between operations performed by a task planner module 202 and operations performed by a lateral control module 204 in shared communication 207, described in more detail below. In various embodiments, the task planner module 202 is part of the central platform controller 108 and the lateral control module 204 is part of the drive system 106. In applications, each module can be implemented as one or more sub-modules, and modules and sub-modules can be distributed among and between various onboard systems and components. In various embodiments, operations performed by the task planner module 202 and operations performed by the lateral control module 204 can embody program code enhancements to one or more different components of the vehicle 100, as shown in Figure 1 .

[0053] For purposes of illustration, the following description of the method 300 can refer to elements mentioned above in connection with the elements introduced with Figures 1-2 In various embodiments, portions of the method 300 can be performed by different components of the described system 102. It should be appreciated that the method 300 can include any number of additional or alternative operations and tasks, and the tasks depicted in Figures 3-4 the tasks need not be performed in the illustrated order, and the method 300 can be incorporated into a more comprehensive program or method, such as a ride-sharing application, with additional functionality not described herein. Furthermore, if the intended overall function of the method 300 is to be preserved, individual operations and tasks can be performed in an order other than the order in which they are described.Figures 3-4 One or more of the tasks shown can be omitted from embodiments of the method 300.

[0054] In various embodiments, it will be appreciated that the receiving ALC request module 205 receives an ALC request (at 302) that represents an initial ALC request that can be obtained from available systems, and is then reviewed to generate the ALC request of the present embodiments. In particular, the ALC request (at 302) implies that the central platform controller 108 has first obtained an initial ALC request, e.g., via the user interface 114 or another processing module within the central platform controller 108, and reviewed it. In other words, the central platform controller 108 has obtained an initial ALC request and obtained information about relevant road participants, and made an initial assessment of the conditions (e.g., road geometry, surface conditions, and road participants, compared to the current trajectory of the vehicle 100) necessary to produce a particular lane change (e.g., as described above with respect to the ALC request). The operations performed after 302 describe the technical enhancements provided by the system 102, which begin with receiving an ALC request that has been reviewed from an initial ALC request. In response to receiving the ALC request, the task planner module 202 sends an ALC horizon signal (at 304) to the lateral control module 204 that includes the requested ALC, e.g., via the sending ALC horizon module 206. Figure 5 The path 506 shows). The operations performed after 302 describe the technical enhancements provided by the system 102, which begin with receiving an ALC request that has been reviewed from an initial ALC request. In response to receiving the ALC request, the task planner module 202 sends an ALC horizon signal (at 304) to the lateral control module 204 that includes the requested ALC, e.g., via the sending ALC horizon module 206.

[0055] The task planner module 202 performs a pre-programmed duration of trust establishment operations (at 306) in response to the ALC request, e.g., in the ALC trust establishment module 208. The trust establishment operations at 306 include, for the pre-programmed duration, using the navigation system data of the vehicle 100, and comparing other available data. The trust establishment operations at 306 include, for example, observing the lane and road geometry; where observing can mean receiving and processing data from the camera system 118 and sensors, and map data from the map system 110, for the pre-programmed duration, to identify whether there have been changes, and if there have been changes, whether the tolerance threshold has been exceeded; and based on the results of the observations, determining whether the expected lane (of the ALC) is still present, or has ended. In various embodiments, these operations are performed by the lane and geometry observation module 210.

[0056] In various embodiments, the trust establishment operations at 306 can include, for each of the one or more road actors, observing the one or more identified road actors for a preprogrammed duration of time to determine whether it is moving consistently or inconsistently. In various embodiments, these operations can be performed by the road actor observation module 212. As previously described, the observation can mean receiving and processing data about the one or more road actors from the camera system 118 and sensors, as well as from map data from the map system 110 for the preprogrammed duration of time, and comparing the results to a movement threshold. Based on the observation and the movement threshold, the system 102 can determine that the road actor is moving consistently or inconsistently. Further, in various embodiments, at 306, information about the one or more road actors can be received wirelessly from the external source 150. Further, in various embodiments, at 306, the road actor observation module 212 can identify new road actors to the scene or when previously identified road actors leave the vicinity of the vehicle.

[0057] In various embodiments, at 306, the surface observation module can observe the road surface for a preprogrammed duration of time to determine whether it has changed in a manner that affects ALC. At 306, data about the road surface can be received from the camera system 118 and sensors. For example, if the surface of the road has become icy, full of potholes, or has had some surface changes due to road construction, the system 102 can determine that the surface has changed, but the change is not significant (i.e., does not exceed a tolerance threshold for the corresponding road surface change), or the surface has changed in a significant manner (i.e., the surface change has exceeded the tolerance threshold for the corresponding road surface change), and ALC operations should not be performed at this time.

[0058] Once the trust establishment operation is complete, at 308 the mission planner module 202 can determine whether the ALC is justified when the duration has elapsed. For example, at the expiration of the preprogrammed duration, the system 102 can process all the data collected in the ALC trust establishment operation with predetermined conditions to determine whether the ALC operation is still meaningful. In various embodiments, a dedicated trigger condition evaluation module 216 can perform these operations. The conditions used at 308 are understood to be the same as those used in the review described above (performed prior to sending the ALC request at 302). The system 102 determines that the ALC is justified based on the results of the trust establishment operation. In various embodiments, the system 102 can determine that the ALC is justified based on the coexistence of ALC trigger conditions: the lane is still there (geometrically) and all the identified road actors are driving consistently such that the opening of the ALC exists. In various embodiments, the system 102 can determine that the ALC is justified based on the coexistence of ALC trigger conditions: the lane is still there (geometrically), all the identified road actors are driving consistently such that the opening of the ALC exists, and in addition the road surface has not changed in a significant way to avoid the ALC.

[0059] From 308, if the trigger conditions do not coexist, then the system 102 determines that the ALC trigger is not justified, and the system 102 can withdraw the ALC heads-up at 310. In one embodiment, at 308, the system 102 can determine that the ALC is not justified upon determining that the intended lane is no longer available or that the road actors are not driving consistently. In one embodiment, at 308, the system 102 can determine that the ALC is not justified upon determining that the intended lane is no longer available, that the road actors are not driving consistently, or that the road surface has changed in a significant way.

[0060] If at 308 the ALC trigger is determined to be correct, then the system 102 can move to receiving a lateral control readiness signal at 312. A module such as the identify ALC readiness module 218 can perform the operations of receiving and decoding the lateral control readiness signal (abbreviated as “signal”) from the lateral control module 204. In various embodiments, the signal encoded to be sent from the lateral control module is either “ALC ready” or “no ALC ready”. In various embodiments, the signal encoded to be sent from the lateral control module is “ALC ready” or “wait”. In various embodiments, the signal encoded to be sent from the lateral control module is “ALC ready” or “wait X”, where X is a wait time.

[0061] At 314, if the lateral control module 204 has not signaled that it is ready to perform the ALC (wait, wait X, or absence of ALC readiness), then the system 102 can loop back to 306 and continue the trust establishment operation.

[0062] At 314, if the lateral control module 204 has signaled that it is ready to execute ALC, system 102 moves to 316 to command ALC execution. In operation, at 316, the command generation module 220 generates commands for the lateral control in drive system 106 to execute ALC. In various embodiments, at 316, system 102 also generates commands via user interface 114 to warn the driver, such as commands to illuminate icons on the dashboard, and commands for the audio system.

[0063] From the perspective of the lateral control module 204, at 402, the ALC head-up signal from the task planning module 202 is typically received by a submodule for receiving the ALC head-up signal 224. At 404, in response to the ALC head-up signal, the lateral control module 204 can calculate the readiness index R. ALC The ALC head-up signal includes a request for a specific lane change operation (e.g., left or right). At 404, the lateral control module 204 also receives and processes the current trajectory of vehicle 100 and generates a Lane Centering Control (LCC) state based on this, which results in an LCC path ( Figure 6 (620). In various embodiments, these inputs are received from the central platform controller 108 or the drive system 106. R is calculated as a function of the vehicle 100's current trajectory, lane centering control (LCC) state, and the requested ALC. ALC Calculate the error e between the current trajectory and the ALC path. ALC ( Figure 6 (608 and 612), and calculate the error e from the current trajectory and LCC path. LCC ( Figure 6 (622). In various embodiments, these process steps are performed by the ready computing module 226. In various embodiments, R ALC Calculated using Equation 1 below.

[0064]

[0065] Each error e is understood to be extended to Equation 2 below, where e p Indicates position error and e φ This indicates the heading error.

[0066]

[0067] In 406, R ALC It is compared with a predefined ready threshold (Rt). The predefined ready threshold is typically a number between 0 and 20. In 406, system 102 compares R... ALC Rt determines whether to send an ALC ready signal. This comparison can be performed by module 228, and when R...ALC When R

[0068] If R

[0069] At 412, the stabilization module 230 can perform the stabilization operation. The system 102 computes the steering correction δ ALC The required steering correction δ AP ( Figure 5 , 508), which means it is the steering correction required to damp the lateral controller before launching the ALC. The steering correction δ AP is determined by equation 3. In practice, the steering correction δ AP can be decomposed into a series of steering angle changes (module 232), which can then be applied at corresponding time intervals (module 234) to reduce the error e and thus R ALC .

[0070] δ AP (Δe, c ALC ) = (1 - a(t, c ALC )) K AP (Δe) Equation 3

[0071] The implementation of δ AP will take a countdown amount of time c ALC , during which the vehicle 100 will travel a distance (510), which can be a function of the vehicle dwell time, the current trajectory, and the speed. Figure 5

[0072] Depending on the design, δ AP will change the error Δe from its current value to a target value equal to or below the ALC readiness R ALC . Without this system 102, the lateral control performed in the drive system 106 includes the application of a steering feedforward (FF) command and a steering feedback (FB) command. With this system 102, the lateral control includes the application of a steering feedforward (FF) command, a steering feedback (FB) command, and a steering correction δ AP , which is required to damp the lateral controller for the stabilization ALC launch, as shown in equation 4.

[0073] δ = δ FB + δ FF + δ AP (Δe, c​ALC ) Equation 4

[0074] According to Equation 3, where K AP is the ALC-preparedness multiplier, K AP = f(c ALC ), a linear formulation of Ω can be derived as shown in Equation 5 below, where Ω is a function of the trajectory tracking heading error (e ψ ).

[0075]

[0076] The a used in Equations 3 and 5 is defined in Equation 6 below.

[0077]

[0078] Upon completion of stabilization, the method 300 can loop again to 404 to regenerate the readiness index and to 406 to check the readiness index against the readiness threshold, to determine whether to send an ALC readiness signal at 408.

[0079] From 408, in response to receiving an ALC execution command, and from the position at which the ALC is ready to execute (528), the lateral control module 204 can cause the ALC to execute (512). Figure 5 Figure 5 Provided

[0080] Provided Figures 5-6 is to aid in the understanding of terms used herein. Although Figures 5-6 is not to scale, the relative relationships are intended to be relied upon. In Figure 5 , the vehicle 100 is shown in a lane 502, with a lane centering control (LCC) state directing the vehicle 100 to travel along a path 504. In the absence of the provided system 102, when the vehicle 100 responds to an ALC request and changes lanes, the resulting path is indicated by path 506; for a portion 507 of the path 506, the vehicle can travel in the opposite direction of the ALC. With the system 102 in place, the vehicle 100 receives an ALC request at a position 526, and performs stabilization to achieve an ALC readiness state as described above when the vehicle travels a distance 510 (during c ALC From the ALC readiness position 528, the vehicle executes the ALC along path 512.

[0081] On the right side of Figure 5 , the path from the left is mapped onto the chart to show the error rate on the Y axis, and the error 522 (e) is plotted on the X axis. It can be seen that by applying the steering correction δ AP ​508, the lateral controller module suppresses the response of vehicle 100 while the vehicle moves to position 528 for a stable ALC initiation along path 512. Path 512 moves vehicle 100 through transition zone 530 in a shorter time and distance compared to path 506 provided by the available system. The attraction area of ​​lane centering control 532 is depicted. In practice, steering correction δ AP 508 can be applied across a series of incremental adjustments, with corresponding time increments. In summary, Figure 5 This demonstrates the technical enhancements to ALC operation provided by system 102, which minimize lateral control errors and translate into an objectively improved passenger riding experience.

[0082] Figure 6 Provided Figure 5 Additional details. Figure 6 In this scenario, vehicle 100 travels in lane 601, which has a lane centerline 618. Vehicle 100 has a vehicle path trajectory 604. During normal lane centering control, continuous effort is made to restore vehicle path trajectory 604 to the centerline 618, thereby generating LCC path 620. As described above, LCC path 620 deviates from vehicle path trajectory 604 by an error e. LCC Execute ALC along path 606 to lane 603 (R). ALC As shown by deviation 608. Although Figure 6 It is not drawn to scale, but the relative relationships imply dependence, and it can be seen that performing ALC to lane 603 involves a trajectory change at point 602; in this case, system 102 calculates R. ALC This determines that it is greater than Rt, and therefore determines that ALC is not ready (either by sending "wait", "wait X", or simply not sending "ALC ready"). From Figure 6 It can also be seen that, for vehicle 100, performing ALC from lane 601 to lane 605 does not involve a trajectory change at point 602; in this case, system 102 can calculate 102R. ALC We determine that it is less than or equal to Rt, and therefore determine that ALC is ready.

[0083] Therefore, the provided system 102 and method 300 offer a technical solution to the technical problems of available lane change systems and methods. The provided embodiments smooth ALC operation by minimizing lateral control error, which translates into continuous driver warnings (elimination of flashing) and an objectively improved passenger riding experience.

[0084] While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or embodiments are only examples, and are not intended to limit the scope, applicability or configuration of the disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment or embodiments. Various changes can be made in the function and arrangement of elements without departing from the scope of the disclosure as set forth in the appended claims and their legal equivalents.

Claims

1. A system for implementing an automatic lane change (ALC) operation on a vehicle, the system comprising: a task planner module comprising a processor configured to: receive an ALC request; in response to the ALC request, send an ALC look-ahead signal comprising the requested ALC; in response to the ALC request, perform a trust establishment operation for a preprogrammed duration of time; and determine whether the ALC is justified based on results of the trust establishment operation after the trust establishment operation is completed; and a lateral control module operably coupled to the task planner module and configured to: receive the ALC look-ahead signal comprising the requested ALC; In response to the ALC look-ahead signal, a readiness index R is computed ALC , R ALC is a function of the ALC request, the current trajectory, and the lane centering control state; R ALC comparing with a predefined readiness threshold Rt; and When R ALC send an ALC ready signal if less than or equal to Rt; and When R ALC Stable operation is performed when greater than Rt. the task planner module is further configured to receive an ALC ready signal, and in response to receiving the ALC ready signal, generate a command to execute the ALC when the ALC is proven to be justified; wherein the task planner module is further configured to: receive data from a camera system and sensors regarding nearby road actors; receive data from the camera system and sensors regarding road geometry and road surface conditions; receive map data from a map system; receive navigation system data for the vehicle; and determine that the ALC is justified when it is determined that the intended lane is still available and that all identified road actors are driving in unison and that the road geometry and road surface conditions have not changed in a manner that exceeds a tolerance threshold.

2. The system of claim 1, wherein the task planner module is further configured to, in response to receiving the ALC ready signal, generate a command to alert a driver of the ALC when the ALC is proven to be justified.

3. The system of claim 1, wherein the task planner module is further configured to: determine that the ALC is not justified when it is determined that the intended lane is no longer available, that a road actor is driving out of unison, or that the road geometry or road surface conditions have changed in a manner that exceeds a tolerance threshold; and revoke the ALC look-ahead signal.

4. The system of claim 1, wherein, the lateral control module is further configured to: R is reduced before starting ALC ALC the required steering correction δ AP which is a function of the current trajectory and vehicle speed; and wherein performing a stabilizing operation includes calculating a steering correction and applying the steering correction δ AP to stabilize the vehicle prior to ALC activation.

5. A method for implementing an automatic lane change (ALC) operation on a vehicle, the method comprising: at a task planner module comprising a processor programmed with programmed instructions, performing the following operations: receiving an ALC request; in response to the ALC request, sending an ALC look-ahead signal comprising the requested ALC; in response to the ALC request, performing a trust establishment operation for a preprogrammed duration of time; and determining whether the ALC is justified based on results of the trust establishment operation; at a lateral control module operably coupled to the task planner module, performing the following operations: receiving the ALC look-ahead signal comprising the requested ALC; A response ALC look-ahead signal calculates a readiness index R ALC , R ALC is a function of the ALC request, current trajectory, and lane centering control; R ALC comparing with a predefined readiness threshold Rt; and When R ALC send an ALC ready signal if less than or equal to Rt; and When R ALC Stable operation is performed when greater than Rt. further comprising receiving an ALC ready signal at the task planner module, and in response to receiving the ALC ready signal, generating a command to execute the ALC when the ALC is proven to be justified; and wherein the method further comprises, at the task planner module: receiving data from a camera system and sensors regarding nearby road actors; receiving data from the camera system and sensors regarding road geometry and road surface conditions; receiving map data from a map system; receiving navigation system data for the vehicle; and determining that the ALC is justified when it is determined that the intended lane is still available and that all identified road actors are driving in unison and that the road geometry and road surface conditions have not changed in a manner that exceeds a tolerance threshold. The ALC is determined to be reasonable when it is determined that the predetermined lane is still available and that all identified road actors are driving in unison, and that the road geometry and road surface conditions have not changed in a way that exceeds a tolerance threshold.

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