Transverse positioning of vehicles on non-divided roads

Abstract

A system for controlling lateral positioning in a host vehicle includes a controller having a processor and tangible non-transitory memory. The host vehicle is located on a host lane defined by a host lane center. The controller is adapted to determine whether the first and second activation conditions are satisfied. A first activation condition is satisfied when the host vehicle travels on a non-separated road that does not have a physical barrier that separates respective traffic lanes traveling in opposite directions. A second activation condition is satisfied when the host lane is an innermost lane adjacent to the opposite traffic lane. When both the first and second activation conditions are met, the controller is adapted to determine, in real time, a non-separated road offset relative to the host lane center. Operation of the vehicle is controlled based in part on the magnitude and direction of the non-separated road offset.

Description

[0001] introduction The present disclosure generally relates to lateral positioning of a vehicle. More particularly, the present disclosure relates to systems and methods for controlling the lateral positioning of a host vehicle traveling on a non-divided road. An autonomous driving system uses a combination of sensors (such as lidar map data, cameras, and radar sensors) to provide assistance in driving functions. Driving function assistance may include acceleration or braking of the vehicle to maintain a specific following distance from other vehicles in front. Driving function assistance may include a lane centering system. However, lane centering control may be challenging when the vehicle is traveling on a road that does not have a physical barrier separating opposing lanes of traffic. Summary of the invention

[0002] A system for controlling lateral positioning in a host vehicle is disclosed herein. The host vehicle is located on a host lane defined by a center of the host lane. The system includes a controller having a processor and a tangible non-transitory memory having instructions recorded thereon. The controller is adapted to determine whether a first enabling condition and a second enabling condition are satisfied. The first enabling condition is satisfied when the host vehicle is traveling on a non-divided road. The non-divided road lacks or has no physical barrier that separates corresponding lanes of traffic traveling in opposite directions. The second enabling condition is satisfied when the host lane is the innermost lane adjacent to an opposite traffic lane.

[0003] When both the first enabling condition and the second enabling condition are satisfied, the controller is adapted to determine in real time a non-divided road offset for the host vehicle relative to the center of the host lane. The non-divided road offset is based on a plurality of factors. The operation of the vehicle is controlled in part based on the magnitude and direction of the non-divided road offset.

[0004] In some embodiments, the non-divided road includes a non-drivable road surface between corresponding traffic lanes traveling in opposite directions, the non-drivable road surface having a lateral width less than a predefined threshold distance. The predefined threshold distance can be between approximately 2.5 meters and 4 meters. The multiple factors may include a pedestrian gain. The controller is adapted to apply a pedestrian gain when a pedestrian is detected within a minimum longitudinal distance from the host vehicle and / or a minimum lateral distance from the host vehicle. The multiple factors may include a shoulder gain. The controller is adapted to apply a shoulder gain when a nearby adjacent road surface is detected as a lane edge, the shoulder gain being based in part on the lateral distance of the lane edge from the boundary of the host lane.

[0005] The controller may be adapted to determine a net lateral offset for the host vehicle based in part on the non-divided road offset and the offset correction. The offset correction includes a vehicle intrusion lateral offset based on a target vehicle, wherein the target vehicle is within a predefined proximity of the host vehicle. The target vehicle may be in an oncoming lane adjacent to the host lane, the target vehicle traveling in an opposite direction relative to the host vehicle. The target vehicle may be in a lane directly adjacent to the host lane, the target vehicle traveling in the same direction as the host vehicle.

[0006] In some embodiments, the offset correction includes a steering input from an operator of the vehicle. When both the offset correction and the non-divided road offset are positive, the maximum of the offset correction and the non-divided road offset is set to the net lateral correction. When both the offset correction and the non-divided road offset are negative, the minimum of the offset correction and the non-divided road offset is set to the net lateral correction. When the offset correction and the non-divided road offset are in opposite directions, the sum of the offset correction and the non-divided road offset is set to the net lateral offset. The controller can be adapted to selectively apply a rate limiter so that when the target vehicle has a relatively high speed, the application speed of the net lateral offset is faster than when the target vehicle has a relatively low speed.

[0007] Disclosed herein is a method for controlling lateral positioning in a host vehicle using a controller having a processor and a tangible non-transitory memory having instructions recorded thereon. The method includes determining, via the controller, whether a first enabling condition and a second enabling condition are satisfied, the host vehicle being located on a host lane defined by a center of the host lane. The first enabling condition is satisfied when the host vehicle is traveling on a non-divided road. The non-divided road lacks a physical barrier that separates corresponding traffic lanes traveling in opposite directions. The second enabling condition is satisfied when the host lane is the innermost lane adjacent to an opposite traffic lane. The method includes determining, via the controller, in real time, a non-divided road offset for the host vehicle relative to the center of the host lane when both the first enabling condition and the second enabling condition are satisfied, the lateral offset being based on a plurality of factors. The method includes controlling the operation of the vehicle based in part on the magnitude of the lateral offset and the direction of the non-divided road offset.

[0008] The present disclosure provides the following embodiments: 1. A system for controlling lateral positioning in a host vehicle, the system comprising: A controller having a processor and a tangible non-transitory memory having instructions recorded thereon, the host vehicle being located on a host lane defined by a host lane center, the controller being adapted to: determining whether a first enabling condition and a second enabling condition are satisfied; When both the first enabling condition and the second enabling condition are satisfied, determining in real time an undivided road offset for the host vehicle relative to a center of a host lane, the undivided road offset being based on a plurality of factors; and controlling operation of the vehicle based in part on the magnitude and direction of the deviation from the undivided road; wherein the first enabling condition is satisfied when the host vehicle is traveling on an undivided road that does not have a physical barrier that separates corresponding lanes of traffic traveling in opposite directions; and The second activation condition is met when the host lane is the innermost lane adjacent to the opposite traffic lane.

[0009] 2. A system according to embodiment 1, wherein the non-divided road includes a non-drivable road surface between corresponding traffic lanes traveling in opposite directions, the non-drivable road surface having a lateral width less than a predefined threshold distance.

[0010] 3. The system of embodiment 2, wherein the predefined threshold distance is between approximately 2.5 meters and 4 meters.

[0011] 4. The system of embodiment 1, wherein the plurality of factors includes a pedestrian gain, the controller being adapted to apply the pedestrian gain when a pedestrian is detected within a minimum longitudinal distance from the host vehicle and / or a minimum lateral distance from the host vehicle.

[0012] 5. The system of embodiment 1, wherein the plurality of factors includes a shoulder gain, the controller being adapted to apply the shoulder gain when a nearby adjacent road surface is detected as a lane edge, the shoulder gain being based in part on a lateral distance of the lane edge from a boundary of the host lane.

[0013] 6. The system of embodiment 1, wherein: The controller is adapted to determine a net lateral offset for the host vehicle based in part on the undivided road offset and the offset correction; and The offset correction includes a vehicle intrusion lateral offset based on a target vehicle that is within a predefined proximity of the host vehicle.

[0014] 7. A system according to embodiment 6, wherein the target vehicle is in an oncoming lane adjacent to the host vehicle lane, and the target vehicle is traveling in an opposite direction relative to the host vehicle.

[0015] 8. A system according to embodiment 6, wherein the target vehicle is in a lane directly adjacent to the host vehicle lane, and the target vehicle is traveling in the same direction as the host vehicle.

[0016] 9. The system of embodiment 6, wherein the offset correction includes manipulation input from an operator of the vehicle.

[0017] 10. The system of embodiment 6, wherein: When both the offset correction and the undivided road offset are positive, the maximum of the offset correction and the undivided road offset is set as the net lateral correction; When both the offset correction and the undivided road offset are negative, the minimum of the offset correction and the undivided road offset is set as the net lateral correction; and When the offset correction and the undivided road offset are in opposite directions, the sum of the offset correction and the undivided road offset is set to the net lateral offset.

[0018] 11. The system of embodiment 6, wherein the controller is adapted to selectively apply a rate limiter such that when the target vehicle has a relatively high speed, the net lateral offset is applied more quickly than when the target vehicle has a relatively low speed.

[0019] 12. A method of controlling lateral positioning in a host carrier using a controller having a processor and a tangible non-transitory memory having instructions recorded thereon, the method comprising: determining, via the controller, whether a first enabling condition and a second enabling condition are satisfied, the host vehicle being located in a host lane defined by a center of the host lane; setting a first enabling condition to be satisfied when the host vehicle is traveling on an undivided road that lacks a physical barrier that separates respective lanes of traffic traveling in opposite directions; setting a second enabling condition to be satisfied when the host lane is the innermost lane adjacent to an opposing traffic lane; determining, via the controller, in real time, a non-divided road offset for the host vehicle relative to a center of a host lane when both the first enabling condition and the second enabling condition are satisfied, the lateral offset being based on a plurality of factors; and Operation of the vehicle is controlled based in part on the magnitude of the lateral offset and the direction of the undivided roadway offset.

[0020] 13. The method according to embodiment 12, further comprising: A pedestrian gain is incorporated into the plurality of factors, and the controller is adapted to apply the pedestrian gain when a pedestrian is detected within a minimum longitudinal distance from the host vehicle and a minimum lateral distance from the host vehicle.

[0021] 14. The method of embodiment 12, further comprising: A shoulder gain is incorporated into the plurality of factors, the controller being adapted to apply the shoulder gain when a nearby adjacent road surface is detected as a lane edge, the shoulder gain being based in part on a lateral distance of the lane edge from a boundary of the host lane.

[0022] 15. The method according to embodiment 12, further comprising: Steering inputs from an operator of the vehicle are incorporated into the offset correction via the controller.

[0023] 16. The method of embodiment 12, further comprising: A net lateral offset for the host vehicle is determined via the controller based in part on the undivided road offset and an offset correction, the offset correction comprising a vehicle intrusion lateral offset based on a target vehicle that is within a predefined proximity of the host vehicle.

[0024] 17. The method of embodiment 16, further comprising: The rate limiter is selectively applied via the controller such that when the target vehicle has a relatively high speed, the net lateral offset is applied more quickly than when the target vehicle has a relatively low speed.

[0025] 18. A system for controlling lateral positioning in a host vehicle, the system comprising: A controller having a processor and a tangible non-transitory memory having instructions recorded thereon, the host vehicle being located on a host lane defined by a host lane center, the controller being adapted to: determining whether a first enabling condition and a second enabling condition are satisfied; When both the first enabling condition and the second enabling condition are satisfied, determining in real time an undivided road offset for the host vehicle relative to a center of a host lane, the undivided road offset being based on a plurality of factors; and controlling operation of the vehicle based in part on the magnitude and direction of the deviation from the undivided road; wherein the first enabling condition is satisfied when the host vehicle is traveling on an undivided road that does not have a physical barrier that separates corresponding lanes of traffic traveling in opposite directions; wherein the second enabling condition is satisfied when the host lane is the innermost lane adjacent to the opposite traffic lane; wherein the controller is adapted to determine a net lateral offset for the host vehicle based in part on the undivided road offset and the offset correction; and The offset correction includes a vehicle intrusion lateral offset based on a target vehicle that is within a predefined proximity of the host vehicle.

[0026] 19. The system of embodiment 18, wherein the plurality of factors includes a pedestrian gain that is applied when a pedestrian is within a minimum longitudinal distance from the host vehicle and a minimum lateral distance from the host vehicle.

[0027] 20. A system according to embodiment 18, wherein the plurality of factors includes a shoulder gain; the shoulder gain is applied when a nearby adjacent road surface is detected as a lane edge, and the shoulder gain is based in part on the type of lane edge and the lateral distance of the lane edge from the boundary of the host lane.

[0028] The above features and advantages and other features and advantages of the present disclosure are readily apparent from the following detailed description of the best modes for carrying out the disclosure when taken in connection with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic fragmentary diagram of a host vehicle on an undivided road, the host vehicle having a controller and in a first scenario; Figure 2A It can be Figure 1 A flowchart of a road deviation module executed by a controller; Figure 2B yes Figure 2A A flowchart of a portion of the module shown in ; Figure 3 It's in the second scene. Figure 1 A schematic partial diagram of a host vehicle; Figure 4 It can be Figure 1 A flowchart of a vehicle intrusion correction module executed by a controller; and Figure 5 It can be Figure 1 Flowchart of a net lateral correction module performed by a controller.

[0030] Representative embodiments of the present disclosure are shown in the accompanying drawings by way of non-limiting examples and are described in more detail below. However, it should be understood that the novel aspects of the present disclosure are not limited to the specific forms illustrated in the drawings listed above. Instead, the present disclosure will cover modifications, equivalents, combinations, sub-combinations, permutations, groupings, and alternatives that fall within the scope of the present disclosure, such as those contained in the appended claims. DETAILED DESCRIPTION

[0031] Referring to the drawings, wherein like reference numerals refer to like components, Figure 1 A system 10 for controlling the lateral positioning of a host vehicle 12 traveling on an undivided road is schematically illustrated, an example of which is shown in FIG. Figure 1 and Figure 3 . The host vehicle 12 may include, but is not limited to, a passenger vehicle, a sport utility vehicle, a light truck, a heavy vehicle, a minivan, a bus, a transport vehicle, a bicycle, a mobile robot, agricultural machinery (e.g., a tractor), sports-related equipment (e.g., a golf cart), a boat, an airplane, a train, or another mobile platform. The host vehicle 12 may be an electric vehicle. It is to be understood that the host vehicle 12 may take many different forms and have additional components.

[0032] As used herein, a non-divided road is understood to be a road that does not have a physical barrier separating opposing lanes of traffic. A physical barrier may be a wall, barricade, fence, or other similar structure. A non-divided road may include non-drivable surfaces (e.g., Figure 1 , 3 In the example of FIG. 20 , the non-drivable road surface has a lateral width below a predefined threshold distance. The predefined threshold distance may be between about 2.5 meters and 4 meters. In one example, the predefined threshold distance is set to 3.5 meters. In other words, if a non-divided road includes a non-drivable road surface less than a threshold distance that separates opposing traffic lanes, it is classified as a non-divided road.

[0033] refer to Figure 1 The controller C has at least one processor P and at least one memory M (or a non-transitory tangible computer-readable storage medium on which instructions can be recorded, the instructions being used to selectively execute one or more modules 50 for controlling the operation of the host vehicle 12 when traveling on a non-divided road, an example of which is shown in Figure 1 and Figure 3 The module 50 includes a road deviation module 100, a vehicle intrusion correction module 300 and a net lateral correction module 400, which will be described below respectively. Figure 2A-2B , 4 and 5 to describe.

[0034] Figure 1 The host vehicle 12 is shown on an undivided road 14 in a first scenario S1 . Figure 3 The host vehicle 12 is illustrated in a second scenario S2 on an undivided road 214. An undivided road may have a single through lane in each direction (such as Figure 1 or having multiple through lanes traveling in the same direction (such as Figure 3 214).

[0035] The road offset module 100 obtains the non-divided road offset 32, 232 based on the characteristics of the non-divided road 14, 214. Figure 3-4 The vehicle intrusion correction module 300 allows the non-divided road offset 232 to be modified when a target vehicle T located in an oncoming lane (e.g., the oncoming vehicle 270) or a target vehicle T located in an adjacent lane (e.g., the adjacent vehicle 266) intrudes into the host lane 260, or a specific vehicle movement pattern is generated when necessary.

[0036] exist Figure 1 In the first scenario S1 shown in FIG. 1 , a non-divided road 14 extends between a first boundary 16 and a second boundary 18 , wherein a dividing section 20 separates traffic proceeding in opposite directions. The dividing section 20 may be located at the center of the non-divided road 14 . Figure 1 , the non-divided road 14 includes a first lane 22 between the first boundary 16 and the dividing section 20, the first lane 22 being designated for traffic in the first direction D1. The non-divided road 14 includes a second lane 24 between the second boundary 18 and the dividing section 20, the second lane 24 being designated for traffic in the second direction D2. The non-divided road 14 may include a lane edge 26 adjacent to the first boundary 16, such as a guard rail line. The lane edge 26 is at a lateral distance 28 from the first boundary 16. Figure 1 In the example shown in FIG. 1 , the host vehicle 12 is in the first lane 22 defined by the host lane center 30 . The host lane center 30 indicates the approximate center between the separation section 20 and the first boundary 16 .

[0037] As described below, the system 10 enables calculation of a dynamically changing amount and direction of a non-divided road offset 32 ​​relative to a host lane center 30 of the non-divided road 14. The controller C is adapted to establish entry and exit criteria for applying and removing the non-divided road offset 32 ​​in non-divided road operations where an offset in a conflicting direction (left vs. right) is desired.

[0038] The non-divided road offset 32 ​​is calculated based on a number of factors, including environmental factors such as the surface type of the road and the width of the host lane 22. The factors may include detection of pedestrians 40, lane category type, trailering mode, road configuration, and relative lane position of the vehicle 12. The system 10 is adapted to monitor traffic patterns on either side of the host vehicle 12, i.e., oncoming and same-direction target lateral intrusions. Based on these factors, the magnitude and direction of the net lateral offset (via Figure 5 ) are arbitrated to determine the final lateral vehicle path trajectory (e.g., Figure 3274 in the optimal path). Additionally, as described below, the system 10 enables determination of the total duration of offset application and / or conditions when a lateral offset may not be applied due to similarly weighted constraints on the opposite side of the host lane 22.

[0039] The controller C may receive data from one or more sensors S (such as a radar unit, a lidar unit, a camera, and an inertial measurement unit) positioned on or around the vehicle 12. The sensors S may be employed to detect pedestrians 40 (see Figure 1 ) and the target vehicle T (see Figure 3 ). It is to be understood that the sensor S may incorporate other types of technology available to those skilled in the art.

[0040] refer to Figure 1 , the controller C communicates with a remotely located cloud computing service 52. The cloud computing service 52 may include one or more remote servers hosted on the Internet to store, manage, and process data. The cloud computing service 52 may be managed, at least in part, by personnel at different locations. The vehicle 12 may include a telematics module 54 for facilitating two-way communication with the cloud computing service 52, such as Figure 1 The telematics module 54 may collect telemetry data, such as location, speed, and maintenance requirements, by interfacing with various internal subsystems of the vehicle 12. The telematics module 54 may enable vehicle-to-vehicle communication (V2V) and / or vehicle-to-everything communication (V2X).

[0041] Module 50 may be embodied as a storage device. Figure 1 The computer readable code or instructions on the controller C of the vehicle 12 and partially executable by the controller C. It is to be understood that the modules 50 are independent of each other. The modules 50 can be executed continuously or simultaneously. The modules 50 can be executed in real time, constantly, systematically, occasionally and / or at regular intervals, for example, once every 10 milliseconds during normal and ongoing operation of the vehicle 12. The memory M can store the controller executable instruction set, and the processor P can execute the controller executable instruction set stored in the memory M.

[0042] Reference now Figure 2A , shows an example flow chart of the road offset module 100, which can be executed dynamically and does not need to be applied in the specific order recorded in this article. In addition, it is understood that some steps can be omitted.

[0043] exist Figure 2ABeginning at block 110 of , controller C is adapted to determine whether the following two enabling conditions are satisfied: (1) the host vehicle 12 is traveling on a non-divided road 14; and (2) the host vehicle 12 is located in the innermost lane adjacent to the opposite lane, i.e., the host vehicle 12 is directly adjacent to traffic coming from the opposite direction. The innermost lane is the leftmost lane in a left-hand drive system, or the rightmost lane in a right-hand drive system. Non-divided roads are characterized by the absence of a physical barrier that separates the respective lanes of traffic traveling in opposite directions.

[0044] If both the first and second enabling conditions are met (block 110 = yes), the module 100 proceeds to block 120 to determine the magnitude of a set of environmental gain factors. Each gain factor has a value between 0 and 1 (inclusive). Figure 2B Block 120 is described in detail. If the enabling condition is not met (block 110 =No), module 100 loops back to the beginning of module 100.

[0045] refer to Figure 2B , box 120 includes sub-boxes 122, 124, 126 and 128. Gain factors are used to dynamically adjust the magnitude of the base road offset and can be selected based on a lookup table or a trained artificial neural network. Examples of gain factors include shoulder gain, pedestrian gain, and multi-lane gain. The shoulder gain and pedestrian gain contribute to the overall lateral offset to avoid approaching the lane edge 26 (e.g., guardrail) or pedestrian 40, respectively. If there is more than one lane next to the host lane 22 that runs in the same direction as the host lane and is not a return to the direction of travel turn lane, a multi-lane gain can be used to allow the host vehicle 12 to be less close to an adjacent target vehicle operating in the same direction.

[0046] according to Figure 2B In sub-block 122 of FIG. 1 , controller C is adapted to determine whether a gain condition is satisfied. For pedestrian gain, the gain condition is satisfied if pedestrian 40 is within a minimum longitudinal distance (e.g., longitudinal distance 44 from front end 46 of host vehicle 12) and a minimum lateral distance (e.g., lateral distance 42) from host vehicle 12. The minimum longitudinal distance and the minimum lateral distance may be based on a time value obtained by dividing the distance between host vehicle 12 and pedestrian 40 by the relative speed of host vehicle 12 and pedestrian 40 at a certain moment.

[0047] For shoulder gain, the gain condition is satisfied when the nearby adjacent road surface is detected as a lane edge. In other words, if the adjacent road surface within the distance threshold has been detected as a lane edge 26 of a certain type, such as a barrier or ditch. The value of the shoulder gain is based on the type of lane edge and the lateral distance 28 of the lane edge 26 from the boundary 16 of the host lane 22. For multi-lane gain, the gain condition is satisfied if (1) there are multiple lanes in the same direction next to the host lane; and (2) if the right lane is not a right turn lane or the left lane is not a left turn lane.

[0048] If the gain condition is met (sub-block 122 =Yes), the controller C is adapted to proceed to sub-block 124 to apply the gain factor. If the gain condition is not met (sub-block 122 =No), the gain value is set to 1 per sub-block 126 .

[0049] from Figure 2B Sub-frame 124 of the embodiment proceeds to sub-frame 128, where debounce protection may be employed for pedestrian gain and shoulder gain. Debounce protection prevents jumpiness of the underlying road offset in the event that a gain condition is no longer met (e.g., a pedestrian 40 or lane edge 26 is no longer detected). If a significant change (e.g., greater than 10%) is captured in the shoulder gain, the shoulder gain may be debounced to a previously stored value within a calibratable amount of time to provide stability to the road offset. Frame 120 ends after sub-frames 126 and 128.

[0050] Reference again Figure 2A , the module 100 proceeds from box 120 to box 130. According to box 130, the controller C is adapted to determine the original road offset by a lookup table based on the width of the host lane 22. The lookup table can incorporate trailer mode. For example, if the trailer attached to the host vehicle 12 is extended to a certain width, the lookup table takes into account the trailer width. Also according to box 130, the controller C is adapted to the absolute value of the road offset, which is the product of the original road offset and each gain factor determined in box 120. Absolute value of road offset = [original road offset * shoulder gain * pedestrian gain * multi-lane gain].

[0051] from Figure 2ABlock 130 of the module 100 proceeds to block 140, where the controller C is adapted to determine whether sensor data (e.g., navigation data, map database, radar, etc.) has been lost. If the sensor data is lost (block 140=yes), the module 100 proceeds to block 150, where a debouncing process is performed. During the debouncing process, a debouncing hold timer is set to reduce jitter. The absolute value of the road offset is fixed to the last stored value to provide stability until the debouncing hold timer expires. The debouncing process can be implemented by a smoothing filter. From block 150, the module 100 proceeds to block 160.

[0052] If sensor data is still available (block 140=no), the module 100 proceeds to block 160 to assign a directionality or sign (negative or positive) to the road offset. Per block 160, the sign (positive or negative) of the road offset is based on driving convention—left-hand drive or right-hand drive. The non-divided road offset (or lateral offset 32) has the magnitude determined in block 130 and the directionality assigned in block 160.

[0053] from Figure 2A The block 160 of the controller C is advanced to block 170 to control the operation of the host vehicle 12 based in part on the magnitude of the lateral offset 32, the direction of the lateral offset 32, and the speed at which the lateral offset 32 ​​is applied. Per block 170, the controller C is configured to output an optimal vehicle path 34 based in part on the lateral offset 32. The controller C may be adapted to perform an autonomous driving operation for the vehicle 12 based on the optimal vehicle path 34. For example, the lateral offset 32 ​​may be transmitted to a vehicle planning module that generates an overall trajectory plan for the vehicle 12.

[0054] Reference now Figure 3 , the host vehicle 12 is shown in a second scenario S2 having an undivided road 214 where the host lane 260 includes an adjacent lane for traffic traveling in the same direction D1. Figure 3 , the non-divided road 214 extends between a first boundary 216 and a second boundary 218, wherein a dividing section 220 separates traffic going in opposite directions. The dividing section 220 may be at the center of the non-divided road 214. The non-divided road 214 includes a first lane 222 between the first boundary 216 and the dividing section 220, the first lane 222 being designated for traffic in the first direction D1. The road 214 includes a second lane 224 between the second boundary 218 and the dividing section 220, the second lane 224 being designated for traffic in the second direction D2.

[0055] Figure 3The non-divided road 214 in the embodiment includes a plurality of through lanes traveling in the same direction. The first lane 222 includes two adjacent sub-lanes designated for traffic along the first direction D1: a host lane 260 (in which the host vehicle 12 is located) and an adjacent lane 262, which are separated by a first lane divider 264. The host lane 260 is defined by a host lane center 230, which indicates the approximate center between the first lane divider 264 and the dividing section 220. The second lane 224 may include a corresponding dividing line 268.

[0056] The vehicle intrusion correction module 300 is applicable to scenario S2. Figure 4 An example flow chart of module 300 is shown in FIG. 1 , which can be executed dynamically and need not be applied in the specific order described herein. Furthermore, it is to be understood that some steps may be omitted. Figure 4 Beginning at block 302 of , the controller C is adapted to determine whether the following two enabling conditions are satisfied: (1) the host vehicle 12 is traveling on the undivided road 214; and (2) the host vehicle 12 is located in the innermost lane adjacent to the opposite lane. If both enabling conditions are satisfied (block 302=yes), the module 300 proceeds to block 304. If not (block 302=no), the module 300 loops to the start.

[0057] According to box 304, the controller C is adapted to determine whether the target vehicle T has been detected. This can be done through data from the sensor S. For example, camera data and long-range radar data are filtered to search for the target vehicle T. The fidelity of the target can be determined using the sensor source, confidence, and the number of sensor cycles for which the target vehicle T is active. The data is filtered for targets that are closer to the host vehicle 12 longitudinally. The target vehicle T can be a vehicle in the oncoming lane (e.g., oncoming vehicle 270) or a vehicle in an adjacent lane (e.g., adjacent vehicle 266). The oncoming lane 224 is identified in order to handle the oncoming target, and the adjacent lane 262 is identified for the target vehicle T in the same direction.

[0058] If the target vehicle T is detected (block 304=yes), the module 300 proceeds to block 306, where the controller C is adapted to monitor the target vehicle T and update various parameters. For the relevant target vehicle T, the kinematics of the object, i.e., relative position and velocity, are monitored. The controller C may be adapted to estimate the lateral and longitudinal moving average proximity to the host vehicle 12. When the target vehicle T falls within the region of interest, the lateral offset direction, magnitude, rate limit, and hold time are calculated. This process is repeated for each relevant target vehicle T. If the target vehicle T is not detected (block 304=no), the module 300 loops to the start.

[0059] Proceeding from box 306 to box 308 , the controller C is adapted to determine whether the target vehicle T is within a predefined proximity of the host vehicle 12 , ie, within both a lateral threshold distance and a longitudinal threshold distance of the host vehicle 12 .

[0060] If the target vehicle T is within proximity of the host vehicle 12 (block 308=YES), the module 300 proceeds to block 310 where the controller C is adapted to calculate the offset correction 236. If not (block 308=NO), the controller C is adapted to continue monitoring and updating as the module 300 loops back to block 306.

[0061] From frame 310, module 300 proceeds to frame 312 and frame 314. According to frame 312, controller C is adapted to control the operation of host vehicle 12 based on the output of frame 310, including transmitting offset correction 236 to net lateral correction module 400 (see Figure 5 ) to obtain a net lateral offset 272. Per block 314, the controller C is adapted to perform a lateral offset execution including: (1) applying a lateral offset that eliminates the magnitude of the lateral proximity to the target vehicle T; (2) updating a rate limiter for the lateral offset based on each target vehicle T; and (3) setting a lateral offset hold timer for each target vehicle T. The system 10 is adapted to apply a rate limiter to the vehicle for high relative speeds and employ an offset hold timer to account for a sequential chain of objects.

[0062] From box 314, proceeding to box 316, the controller C is adapted to determine whether the target vehicle T is within the predefined lateral area of ​​interest and whether the hold timer is still active. If so (box 316=yes), the module 300 proceeds to box 312 to continue applying the offset. If not (box 316=no), proceed to box 318, where the controller C is adapted to apply a rate limiter. The rate limiter controls the reaction speed of the host vehicle 12 and is used to react appropriately to the target vehicle T. For example, when the target vehicle T has a relatively high speed, an aggressive rate limiter is applied so that the offset (moving the lateral position of the host vehicle 12) is applied faster than when the target vehicle T has a relatively low speed.

[0063] Proceeding from box 318 to box 320, the controller C is adapted to deactivate the lateral offset and loop back to the beginning of module 300. The magnitude and direction of the lateral offset is determined so that it eliminates the proximity of the target vehicle T relative to the host vehicle 12. The lateral offset is also appropriately maintained depending on the nature of the target, for example, if a target vehicle chain is detected, the lateral offset is maintained for a longer time. Finally, if intrusions are detected on both the left and right sides, the contributions of the target intrusions from the left and right sides are neutralized to keep the host vehicle 12 centered. The final lateral offset is provided to calculate the optimal path 274.

[0064] Reference now Figure 5 , a flow chart of the net lateral correction module 400 is shown. First, according to block 402, an offset correction is calculated based on multiple functions (e.g., Figure 3 offset correction 236 in the Figure 4 ). The offset correction may include a behavior planner lateral offset, a straddle lateral offset, a motion profile lateral offset, and a curvature lateral offset. The offset correction may include a driver steering correction. In some embodiments, the system 10 is adapted to monitor the manipulation input from the operator of the host vehicle 12 for dynamic lateral offset value adjustment (e.g., preferentially steering to one side or the other) or adjusting the maximum allowed offset.

[0065] Go to Figure 5 At block 404, controller C is adapted to determine an offset correction (e.g., Figure 3 offset correction 236 in the undivided road offset (e.g., Figure 3 The offset 232 in the equation is in opposite directions. Figure 3 In FIG. 2 , the non-divided road offset 232 extends from the host lane center 230 to the reference line 234. If so (block 404=yes), the module 400 proceeds to block 406, where the sum of the offset correction and the non-divided road offset is taken as the net lateral offset 272 (see Figure 3 ).

[0066] If not (block 404=No), the module 400 proceeds to block 408, where the controller C is adapted to determine whether both the offset correction and the non-divided road offset are positive. If both the offset correction and the non-divided road offset are positive (block 408=Yes), the module 400 proceeds to block 410, where the maximum of the offset correction and the non-divided road offset is taken as the net lateral correction.

[0067] If both the offset correction and the non-divided road offset are negative (block 408 = No), the module 400 proceeds to block 412, where the minimum of the offset correction and the non-divided road offset is taken as the net lateral correction. From blocks 406, 410, and 412, the module 400 proceeds to block 414, where the net lateral correction can be used to generate the optimal path 274, which creates the final hybrid path trajectory. The net lateral correction can be transmitted to the vehicle planning module, which is used to generate the overall trajectory plan of the vehicle 12.

[0068] refer to Figure 1 , the wireless network 60 can be used for communication between the controller C and the cloud computing service 52. The wireless network 60 can be a short-distance network or a long-distance network. The wireless network 60 can be a communication bus, which can be in the form of a serial controller area network (CAN bus). The wireless network 60 can be a serial communication bus in the form of a local area network. The local area network can include but is not limited to a controller area network (CAN), a controller area network with a flexible data rate (CAN-FD), Ethernet, Bluetooth, WIFI and other forms of data. The wireless network 60 can be a wireless local area network (LAN) that uses a wireless distribution method to link multiple devices, a wireless metropolitan area network (MAN) that connects several wireless LANs, or a wireless wide area network (WAN) that covers large areas such as neighboring towns and cities. Other types of network technologies or communication protocols available to those skilled in the art can be used.

[0069] In summary, the system 10 enables real-time determination of the non-divided road offset 32, 232 for the host vehicle 12. The amount and direction of the non-divided road offset relative to the center of the lane varies based on road geometry, traffic, and environmental factors. The system 10 is adapted to monitor adjacent road surface conditions (e.g., type, width, distance to transition), the presence and location of detected pedestrians, and road configuration.

[0070] The system 10 is adapted to modify or correct the non-divided road offset 32, 232 based on a number of factors. For example, the system 10 identifies the presence of oncoming traffic and the determined desirability of the reaction by monitoring the relative speed of the oncoming vehicle and tracking the oncoming object lane positioning (centered, left, right). The offset behavior can be adjusted based on detecting the host trailer condition (trailer detected, size, etc.) and the relative lane position of the vehicle 12. The system 10 can be adapted to monitor the driver's steering input for dynamic lateral offset value adjustment (e.g., preferential steering to one side or the other) or adjusting the maximum allowed offset.

[0071] Figure 1The controller C includes a computer-readable medium (also referred to as a processor-readable medium), including a non-temporary (e.g., tangible) medium that participates in providing data (e.g., instructions) that can be read by a computer (e.g., by a processor of a computer). Such media can take many forms, including but not limited to non-volatile media and volatile media. Non-volatile media can include, for example, optical or magnetic disks and other permanent memories. Volatile media can include, for example, dynamic random access memory (DRAM) that can constitute a main memory. Such instructions can be transmitted via one or more transmission media, including coaxial cables, copper wires, and optical fibers, including lines that include a system bus coupled to a computer processor. Some forms of computer-readable media include: for example, floppy disks, flexible disks, hard disks, tapes, other magnetic media, CD-ROMs, DVDs, other optical media, physical media with hole patterns, RAMs, PROMs, EPROMs, FLASH-EEPROMs, other memory chips or cassettes, or other media from which a computer can read.

[0072] The lookup tables, databases, data repositories or other data repositories described herein may include various mechanisms for storing, accessing and retrieving various data, including hierarchical databases, file groups in a file rechargeable energy storage system, application databases in a proprietary format, relational database energy management systems (RDBMS), etc. Each such data repository may be included in a computing device that uses a computer operating system such as one of those described above, and may be accessed via a network in one or more of a variety of ways. The file system may be accessed from a computer operating system and may include files stored in various formats. In addition to the language used to create, store, edit and execute stored procedures, the RDBMS may also use a structured query language (SQL), such as the PL / SQL language mentioned above.

[0073] The flowcharts illustrate the architecture, functions and operations of possible implementations of the systems, methods and computer program products of various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram may represent a module, code segment or code portion including one or more executable instructions for implementing (one or more) specified logical functions. It will also be noted that each box in the block diagram and / or flowchart illustration and the combination of boxes in the block diagram and / or flowchart illustration can be implemented by a dedicated hardware-based storage system that performs the specified function or action, or a combination of dedicated hardware and computer instructions. These computer program instructions may also be stored in a computer-readable medium, which can instruct a controller or other programmable data processing device to operate in a specific manner so that the instructions stored in the computer-readable medium produce the following product: The product includes instructions for implementing the functions / actions specified in the flowchart and / or block diagram box.

[0074] The numerical values ​​of parameters (e.g., quantities or conditions) in this specification (including the appended claims) should be understood as being modified by the term "approximately" in each corresponding instance, whether or not "approximately" actually appears before the numerical value. "Approximately" indicates that the numerical value allows some slight imprecision (having a certain approximation to the exactness of the value; approximately or reasonably close to the value; nearly). If the imprecision provided by "approximately" cannot be understood in this art with this ordinary meaning in other cases, then the "approximately" used here at least indicates the changes that may be caused by the ordinary methods of measuring and using such parameters. In addition, the disclosure of the range includes the disclosure of each value within the entire range and the further separated ranges. Each value within the range and the endpoints of the range are disclosed as separate embodiments herein.

[0075] The specific implementation and the drawings or figures are support and description of the present disclosure, but the scope of the present disclosure is limited only by the claims. Although some best modes and other embodiments for implementing the claimed disclosure have been described in detail, there are various alternative designs and embodiments to practice the disclosure defined in the appended claims. In addition, the embodiments shown in the drawings or the features of the various embodiments mentioned in this specification are not necessarily to be understood as embodiments independent of each other. Instead, each feature described in one of the examples of the embodiments can be combined with one or more other desired features from other embodiments to obtain other embodiments that are not described in words or by reference to the drawings. Therefore, such other embodiments fall within the framework of the scope of the appended claims.

Claims

1. A system for controlling lateral positioning in a host vehicle, the system comprising: A controller having a processor and a tangible non-transitory memory having instructions recorded thereon, the host vehicle being located on a host lane defined by a host lane center, the controller being adapted to: determining whether a first enabling condition and a second enabling condition are satisfied; When both the first enabling condition and the second enabling condition are satisfied, determining in real time an undivided road offset for the host vehicle relative to a center of a host lane, the undivided road offset being based on a plurality of factors; as well as controlling operation of the vehicle based in part on the magnitude and direction of the deviation from the undivided road; wherein the first enabling condition is satisfied when the host vehicle is traveling on an undivided road that does not have a physical barrier that separates corresponding lanes of traffic traveling in opposite directions; as well as The second activation condition is met when the host lane is the innermost lane adjacent to the opposite traffic lane.

2. The system of claim 1, wherein the non-divided road includes a non-drivable surface between corresponding traffic lanes traveling in opposite directions, the non-drivable surface having a lateral width less than a predefined threshold distance.

3. The system of claim 2, wherein the predefined threshold distance is between approximately 2.5 meters and 4 meters.

4. The system of claim 1 , wherein the plurality of factors includes a pedestrian gain, the controller being adapted to apply the pedestrian gain when a pedestrian is detected within a minimum longitudinal distance from the host vehicle and / or a minimum lateral distance from the host vehicle.

5. The system of claim 1 , wherein the plurality of factors includes a shoulder gain, the controller being adapted to apply the shoulder gain when a nearby adjacent road surface is detected as a lane edge, the shoulder gain being based in part on a lateral distance of the lane edge from a boundary of the host lane.

6. The system of claim 1, wherein: The controller is adapted to determine a net lateral offset for the host vehicle based in part on the undivided road offset and the offset correction; and The offset correction includes a vehicle intrusion lateral offset based on a target vehicle that is within a predefined proximity of the host vehicle.

7. The system of claim 6, wherein the target vehicle is in an oncoming lane adjacent to the host vehicle lane, the target vehicle traveling in an opposite direction relative to the host vehicle.

8. The system of claim 6, wherein the target vehicle is in a lane directly adjacent to the host vehicle lane, the target vehicle traveling in the same direction as the host vehicle.

9. The system of claim 6, wherein the offset correction comprises a steering input from an operator of the vehicle.

10. The system of claim 6, wherein: When both the offset correction and the undivided road offset are positive, the maximum of the offset correction and the undivided road offset is set as the net lateral correction; When both the offset correction and the undivided road offset are negative, the minimum of the offset correction and the undivided road offset is set as the net lateral correction; and When the offset correction and the undivided road offset are in opposite directions, the sum of the offset correction and the undivided road offset is set to the net lateral offset.

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