Intelligent vehicle system and control logic for mitigating sensor restrictions on hybrid gradient paths

Abstract

Intelligent vehicle systems that provide AV / ADAS driving features with enhanced on-vehicle sensor operation for hybrid gradient paths, methods for making / using such systems, and vehicles equipped with such systems are presented. A method of operating a host vehicle includes a vehicle controller receiving gradient data indicative of a host vehicle traversing a hybrid gradient path. After receiving the gradient data, the first and second on-vehicle sensors detect a target vehicle in front of the host vehicle on the hybrid gradient path. After detecting the target, the vehicle controller determines whether both sensors have discarded the target vehicle. In response to the target vehicle being discarded, the vehicle controller determines whether the target vehicle is reacquired only by the first sensor and not by the second sensor. If so, the vehicle controller responsively transmits one or more command signals to one or more resident subsystems of the host vehicle to suppress automated driving operations of the host vehicle.

Description

Technical Field

[0001] The present disclosure generally relates to intelligent control systems for motor vehicles. More specifically, aspects of the present disclosure relate to advanced driver assistance systems having adaptive vehicle driving capabilities using sensor-based object target alignment. Background Art

[0002] Current production motor vehicles (such as modern automobiles) may be equipped with a network of on-board electronics that provide automated driving capabilities to help minimize driver effort. For automotive applications, one of the most distinguishable types of automated driving features is the cruise control system, which allows a vehicle operator to set a desired vehicle speed and have the on-board vehicle computer system maintain that speed without the driver operating the accelerator or brake pedal. In addition to regulating vehicle speed, next-generation adaptive cruise control (ACC) also concomitantly manages the headway spacing between the host vehicle and a leading "target" vehicle. Another type of automated driving feature is the collision avoidance system (CAS), which detects impending collision situations and provides warnings to the driver while also autonomously taking preventive actions, such as steering or braking without driver input. Intelligent parking assist systems (IPAS), lane monitoring and automated steering systems, electronic stability control (ESC) systems, and other advanced driver assistance systems (ADAS) are also available on many modern automobiles.

[0003] Automated and autonomous vehicle (AV) systems may employ a variety of vehicle-mounted sensing components to provide object detection, tracking, and ranging. For example, a radio detection and ranging (RADAR) system detects the presence of a target object, the distance to the target object, and / or the speed of the target object by discharging pulses of high-frequency electromagnetic waves that reflect off the object back to a suitable radio receiver. As another option, a vehicle may employ a light detection and ranging (LIDAR) backscatter system that uses various forms of light energy to emit and detect pulsed laser beams to determine the distance to stationary or moving targets, the light energy including invisible, infrared, and near-infrared spectra. A vehicle-mounted sensor field having a variety of digital cameras, ultrasonic sensors, etc. also provides real-time target data. Historically, these object detection and ranging systems may have been limited in accuracy and application due to fluctuating gradients in the roadway terrain and inherent system limitations resulting from constraints on available packaging locations and total sensor counts. Summary of the Invention

[0004] An intelligent vehicle system with control logic that provides AV / ADAS driving features with enhanced on-vehicle sensor operation for hybrid gradient paths, a method for manufacturing such a system, a method for operating such a system, and a motor vehicle equipped with such a system are presented below. By way of illustration and not limitation, a closed-loop vehicle control algorithm helps to mitigate sensor limitations on hilly roads by detecting large changes in road gradient (e.g., ≥ 10-degree grade) and compensating for the delay between the camera acquisition of the closest-in-path vehicle (CIPV) target and subsequent detection of the CIPV target by the front long-range radar (LRR) package when detected. A monocular camera system for AV / ADAS features, for example, often operates on the default assumption of a flat roadway throughout its field of view. Thus, when the host (ego) vehicle traverses a hybrid gradient path (e.g., hilly road, winding mountain road, inclined street, etc.), the AV / ADAS control system of the vehicle may need to actively adapt any attendant driving features. For example, the AV / ADAS control system aggregates sensor data output by a resident inertial measurement unit (IMU) to discern when the host vehicle reaches the apex of a hilly roadway. As the host vehicle reaches the apex, the front camera module (FCM) - mounted on top of the vehicle - will reacquire a previously discarded CIPV target before the LRR package - mounted at the front end of the vehicle - senses the CIPV target. When this delay is detected, the AV / ADAS control system responds by attenuating the system response to the detected, discarded, and then reacquired CIPV target (e.g., suppressing ACC / CAS braking) to preclude false positive system responses (e.g., collision-imminent braking (CIB)).

[0005] Aspects of the present disclosure relate to intelligent vehicle control systems, memory-stored control protocols, and system control logic for providing AV / ADAS driving features with enhanced on-vehicle sensor operation for hybrid gradient paths. In an example, a method for operating a host vehicle is presented, the host vehicle being equipped with first and second forward on-vehicle sensors each mounted at respective locations on the vehicle body. The representative method includes, in any order and in any combination with any of the options and features disclosed above and below: receiving gradient data indicative of the host vehicle traversing a hybrid gradient path, for example via a network of resident or remote microcontrollers, control modules, integrated circuit (IC) devices, or controller / module / device (collectively referred to as "controllers") of the host vehicle; detecting a target vehicle ahead of the host vehicle on the hybrid gradient path after receiving the gradient data, for example via both forward sensors of the host vehicle; determining, for example via the vehicle controller, whether both forward sensors subsequently dropped the target vehicle after an initial detection of the target vehicle (e.g., new sensor data indicates that the target is no longer detected); determining, for example via the vehicle controller, in response to confirming that the target vehicle has been dropped by both sensors, whether the target vehicle is only initially reacquired by the first sensor and not the second sensor; and transmitting, for example via the vehicle controller, in response to confirming that the target vehicle is only initially reacquired by the first sensor, one or more command signals to one or more resident subsystems of the host vehicle to inhibit automated driving operations of the host vehicle (e.g., restricting CIB and automatic steering activated by CAS).

[0006] Aspects of the present disclosure also relate to a computer-readable medium (CRM) comprising controller-executable instructions for alleviating vehicle sensor limitations on hilly roads. In an example, the non-transitory CRM stores instructions executable by one or more processors of a vehicle controller of a host vehicle. The host vehicle is equipped with first and second forward sensors mounted at first and second positions on the vehicle body, respectively. The instructions stored in the CRM, when executed by the (one or more) processors, cause the vehicle controller to perform operations including: receiving gradient data indicative of the host vehicle traversing a mixed-gradient path; in response to receiving the gradient data, determining that both the first and second sensors detect a target vehicle in front of the host vehicle on the mixed-gradient path; after the target vehicle is detected by the first and second sensors, determining whether both the first and second sensors have lost the target vehicle; in response to the target vehicle being lost by the first and second sensors, determining whether the target vehicle has been reacquired by the first sensor but not by the second sensor; and in response to determining that the target vehicle has been reacquired by the first sensor but not by the second sensor, transmitting a command signal to a dwelling subsystem of the host vehicle to inhibit automated driving operations of the host vehicle.

[0007] Additional aspects of the present disclosure relate to a motor vehicle equipped with an intelligent control system providing AV / ADAS driving features with enhanced on-vehicle sensor operation for mixed-gradient paths. As used herein, the terms "vehicle" and "motor vehicle" may be used interchangeably and synonymously to include any relevant vehicle platform, such as passenger vehicles (ICE, HEV, FEV, fuel cell, fully autonomous and partially autonomous, etc.), commercial vehicles, industrial vehicles, tracked vehicles, off-road and all-terrain vehicles (ATV), motorcycles, agricultural equipment, etc. In an example, the motor vehicle includes a vehicle body having a passenger compartment, a plurality of load-bearing wheels mounted to the vehicle body (e.g., via corner modules coupled to a chassis that is integrally formed or separated from the body and frame), and other standard original equipment. A prime mover (such as an electric traction motor and / or an internal combustion engine assembly) drives one or more of the load-bearing wheels to propel the vehicle. Also mounted to the vehicle body is a dwelling network of sensing devices, which includes an array of cameras, RADAR scanners, LIDAR packages, short-range infrared sensors, ultrasonic proximity sensors, etc. mounted at discrete locations on the vehicle body.

[0008] Continuing the discussion of the above example, the motor vehicle further includes a vehicle controller programmed to perform the following operations: for example, receiving gradient data indicating that the motor vehicle is passing through a mixed gradient path from a resident multi-axis IMU or GPS transceiver; and in response to receiving the gradient data, confirming that two of the forward vehicle sensors simultaneously detect a target vehicle in front of the motor vehicle on the mixed gradient path. After the sensor fusion detection of the target vehicle, the vehicle controller determines whether both sensors have subsequently lost the target vehicle (e.g., lost on a hilltop); if so, the vehicle controller determines whether the target vehicle is initially reacquired only by the first sensor and not by the second sensor. When it is confirmed that the target vehicle is initially reacquired only by the first sensor, the vehicle controller responsively commands at least one resident subsystem to inhibit at least one automated driving operation of the motor vehicle. The resident subsystem may include, for example, the braking system and / or the steering system of the host vehicle, and the automated driving operations may include AV / ADAS automated braking operations and / or steering operations.

[0009] For any of the disclosed vehicles, methods, and CRMs, the vehicle controller can respond to determining that the target vehicle has been lost by determining the loss location where the target vehicle is lost by the first and second sensors. In this instance, the vehicle controller can also determine the estimated travel time for the host vehicle to reach the loss location, for example, setting the vehicle speed of the host vehicle with the ACC. Additionally, the vehicle controller can command the powertrain control module (PCM) of the host vehicle to maintain or slowly ramp up / down to the current (e.g., ACC set) vehicle speed for at least the estimated time. After the vehicle reaches the loss location of the target vehicle, normal powertrain control can continue. As a further option, the determination that the target vehicle is reacquired only by the first sensor can include: the vehicle controller confirming from the sensor data output by the sensor(s) that the host vehicle is simultaneously passing through the mixed gradient path when the target vehicle is reacquired.

[0010] For any of the disclosed vehicle, method, and CRM, the vehicle controller may respond to confirming that the target vehicle is initially reacquired only by the first sensor by determining whether the target vehicle is at least a predefined minimum distance in front of the host vehicle when being reacquired. In this instance, the vehicle controller further responds to determining that the target vehicle is at least a predefined minimum distance in front of the host vehicle by transmitting a command signal to the resident subsystem to inhibit the automated driving operation. Additionally, the vehicle controller may respond to determining that the target vehicle is not at least a predefined minimum distance in front of the host vehicle by commanding the braking system of the host vehicle to immediately perform a braking operation (e.g., immediately activate the CIB).

[0011] For any of the disclosed vehicle, method, and CRM, the vehicle controller may be programmed to: not command the resident subsystem to inhibit the automated driving operation in response to determining that the target vehicle is reacquired by both the first and second sensors substantially simultaneously. If both of the two forward sensors subsequently reacquire the lost target substantially simultaneously, the AV / ADAS system is not expected to erroneously activate the CIB or other false positive system responses. In at least some applications, determining that the target vehicle is lost by both of the two forward sensors may include: the vehicle controller confirming that neither the host vehicle nor the target vehicle has changed lanes substantially simultaneously with the target vehicle being lost by the sensors. Confirming that the target vehicle is lost may further include: the vehicle controller confirming that there has not been a significant change in the dynamic characteristics of the host vehicle within the range of vehicle calibration.

[0012] For any of the disclosed vehicles, methods, and CRMs, a command signal can cause a resident subsystem to inhibit an automated driving operation: (1) for at least a vehicle calibration inhibition time frame; (2) until a second sensor re-acquires a target vehicle after a first sensor initially re-acquires the target vehicle; and / or (3) until a vehicle controller determines that the target vehicle is not at least a predefined minimum distance (e.g., at least about 50 meters (m)) in front of the host vehicle. As another option, detecting a target vehicle in front of the host vehicle can include: the vehicle controller confirming that the target vehicle is the nearest vehicle in the path and is in the same lane as the host vehicle. As yet a further option, the gradient data can be in the form of real-time sensor data generated by a multi-axis IMU mounted to the vehicle body and including one or more gyroscopes and one or more accelerometers. For at least some desired implementations, the first sensor can be a digital camera mounted at a first height on the vehicle body (e.g., to the passenger compartment roof structure), and the second sensor can be a long-range radar array mounted at a second height on the vehicle body that is lower than the first height (e.g., behind the front grille). As indicated above, the mixed gradient path can be a hill road or other significantly inclined path (e.g., at least a 10 - 25° gradient), and the gradient data can indicate that the host vehicle is ascending toward the apex of the hill road and / or is about to reach the apex of the hill road.

[0013] A method of operating a host vehicle having a vehicle body and forward first and second sensors respectively mounted at first and second positions on the vehicle body, the method comprising: receiving, via a vehicle controller of the host vehicle, gradient data indicating that the host vehicle is traversing a mixed gradient path; detecting, via both the first and second sensors, a target vehicle in front of the host vehicle on the mixed gradient path after receiving the gradient data; determining, via the vehicle controller, after detecting the target vehicle, whether both the first and second sensors have lost the target vehicle; determining, via the vehicle controller, in response to determining that the target vehicle has been lost, whether the target vehicle has been re-acquired by the first sensor but not by the second sensor; and transmitting, via the vehicle controller, in response to determining that the target vehicle has been re-acquired by the first sensor but not by the second sensor, a command signal to a resident subsystem of the host vehicle to inhibit an automated driving operation of the host vehicle.

[0014] The method further includes: via the vehicle controller, in response to determining that the target vehicle is lost by the first and second sensors, determining a drop-off location at which the target vehicle is dropped off; and via the vehicle controller, determining an estimated time for the host vehicle to reach the drop-off location.

[0015] The method further includes: transmitting a speed command signal via the vehicle controller to a powertrain control module of the host vehicle to maintain the current vehicle speed for at least the estimated time.

[0016] Determining that the target vehicle is reacquired by the first sensor includes: via the vehicle controller, confirming that the host vehicle simultaneously crosses the hybrid gradient path when the target vehicle is reacquired.

[0017] The method further includes: via the vehicle controller, in response to determining that the target vehicle is reacquired by the first sensor, determining whether the target vehicle is at least a predefined minimum distance in front of the host vehicle, wherein transmitting the command signal to the dwelling subsystem to inhibit the automated driving operation further in response to determining that the target vehicle is at least the predefined minimum distance in front of the host vehicle.

[0018] The method further includes: via the vehicle controller, in response to the target vehicle not being at least the predefined minimum distance in front of the host vehicle, transmitting a brake control signal to a braking system of the host vehicle to immediately perform a braking operation.

[0019] The method further includes: in response to determining that the target vehicle is reacquired by both the first and second sensors substantially simultaneously, not transmitting the command signal to the dwelling subsystem to inhibit the automated driving operation.

[0020] Determining that the target vehicle is lost by both the first and second sensors includes: the vehicle controller confirming that neither the host vehicle nor the target vehicle changes lanes substantially simultaneously with the target vehicle being lost.

[0021] The command signal causes the dwelling subsystem to inhibit the automated driving operation: (1) for at least a predefined inhibition time frame; (2) until the second sensor reacquires the target vehicle after the first sensor reacquires the target vehicle; and / or (3) until the vehicle controller determines that the target vehicle is not at least a predefined minimum distance in front of the host vehicle.

[0022] Detecting a target vehicle in front of the host vehicle includes: the vehicle controller confirming that the target vehicle is the nearest vehicle on the path and is in a lane shared by the host vehicle.

[0023] The gradient data includes real-time sensor data generated by a multi-axis inertial measurement unit (IMU) mounted to the vehicle body, the multi-axis inertial measurement unit (IMU) including a gyroscope and an accelerometer.

[0024] The first sensor includes a digital camera mounted at a first height on the vehicle body, and the second sensor includes a long-range radar array mounted at a second height on the vehicle body that is lower than the first height.

[0025] The hybrid gradient path is a hilly road, and the gradient data indicates that the host vehicle is ascending towards the peak of the hilly road.

[0026] A non-transitory computer-readable medium is provided that stores instructions executable by one or more processors of a vehicle controller of a host vehicle, the host vehicle having a vehicle body and forward first and second sensors respectively mounted at first and second positions on the vehicle body, the instructions when executed by the one or more processors causing the vehicle controller to perform operations including: receiving gradient data indicating that the host vehicle is traversing a hybrid gradient path; in response to receiving the gradient data, determining that both the first and second sensors detect a target vehicle in front of the host vehicle on the hybrid gradient path; after the target vehicle is detected by the first and second sensors, determining whether both the first and second sensors have lost the target vehicle; in response to the target vehicle being lost by the first and second sensors, determining whether the target vehicle has been re-acquired by the first sensor but not by the second sensor; and in response to determining that the target vehicle has been re-acquired by the first sensor but not by the second sensor, transmitting a command signal to a resident subsystem of the host vehicle to inhibit an automated driving operation of the host vehicle.

[0027] A motor vehicle is provided, comprising: a vehicle body; a plurality of road wheels attached to the vehicle body; a prime mover attached to the vehicle body and configured to drive one or more of the road wheels to propel the motor vehicle; a pair of vehicle-mounted sensors including first and second forward sensors respectively mounted at first and second positions of the vehicle body; and a vehicle controller operatively connected to the first and second sensors, the vehicle controller being programmed to: receive gradient data indicating that the motor vehicle traverses a mixed-gradient path; in response to receiving the gradient data, determine that both the first and second sensors detect a target vehicle in front of the motor vehicle on the mixed-gradient path; after the target vehicle is detected by the first and second sensors, determine whether both the first and second sensors have lost the target vehicle; in response to the target vehicle being lost by the first and second sensors, determine whether the target vehicle is reacquired by the first sensor but not by the second sensor; and in response to determining that the target vehicle is reacquired by the first sensor but not by the second sensor, command a dwell subsystem of the motor vehicle to inhibit the automated driving operation of the motor vehicle, the dwell subsystem including a vehicle braking system and / or a vehicle steering system.

[0028] The vehicle controller is further programmed to: in response to determining that the target vehicle is lost by the first and second sensors, determine a loss position at which the target vehicle is lost; and determine an estimated time for the motor vehicle to reach the loss position; and command a powertrain control module of the motor vehicle to maintain the current vehicle speed for at least the estimated time.

[0029] Determining that the target vehicle is reacquired by the first sensor includes: via the vehicle controller, confirming that the motor vehicle traverses the mixed-gradient path simultaneously when the target vehicle is reacquired.

[0030] The vehicle controller is further programmed to: in response to determining that the target vehicle is reacquired by the first sensor, determine that the target vehicle is at least a predefined minimum distance in front of the motor vehicle, wherein commanding the dwell subsystem to inhibit the automated driving operation further responds to determining that the target vehicle is at least the predefined minimum distance in front of the motor vehicle.

[0031] The vehicle controller is further programmed to: determine whether the target vehicle is reacquired by both the first and second sensors substantially simultaneously; and in response to determining that the target vehicle is reacquired by both the first and second sensors substantially simultaneously, not command the dwell subsystem to inhibit the automated driving operation.

[0032] Detecting a target vehicle in front of the motor vehicle includes: the vehicle controller confirming that the target vehicle is the nearest vehicle on the path and is in a lane shared by the motor vehicle.

[0033] The above invention content does not represent every embodiment or every aspect of the present disclosure. On the contrary, the above invention content only provides a summary of some of the new concepts and features described herein. The above features and advantages of the present disclosure, as well as other features and the attendant advantages, will become apparent from the following detailed description of representative modes and illustrated examples for implementing the present disclosure when taken in conjunction with the accompanying drawings and the appended claims. In addition, the present disclosure expressly includes any and all combinations and sub - combinations of the elements and features presented above and below. Brief Description of the Drawings

[0034] Figure 1 is a partial schematic side view illustration of a representative motor vehicle according to an aspect of the present disclosure, the representative motor vehicle having a network of on - vehicle controllers, sensing devices, and communication devices that provide advanced driving features with enhanced sensor operation for a mixed - gradient path.

[0035] Figure 2 is a flowchart illustrating a representative vehicle control protocol for providing advanced driving features with enhanced sensor operation for a mixed - gradient path according to an aspect of the disclosed concept, the representative vehicle control protocol being capable of corresponding to memory - stored instructions executable by a network of resident or remote microcontrollers, control logic circuits, system control modules, or other integrated circuit (IC) devices, or circuits / modules / microcontrollers / IC devices (collectively referred to as "controllers").

[0036] Figure 3A and 3B is a partial schematic side view illustration of a representative host vehicle according to an aspect of the disclosed concept, the representative host vehicle detecting (t1), then discarding (t2), then re - acquiring (t3) via only a camera, and thereafter re - acquiring (t4) a target vehicle on a hill road via a fusion of the camera and radar to alleviate sensor limitations and thereby enhance AV / ADAS driving.

[0037] The present disclosure is subject to various modifications and alternative forms, and some representative embodiments of the present disclosure are illustrated by way of example in the drawings and will be described in detail herein. However, it should be understood that the new aspects of the present disclosure are not limited to the specific forms illustrated in the above - listed drawings. On the contrary, the present disclosure covers all modifications, equivalents, combinations, arrangements, groupings, and alternatives that fall within the scope of the present disclosure as, for example, covered by the appended claims. Detailed Description

[0038] The present disclosure admits embodiments that can exist in many different forms. These embodiments are shown in the drawings and will be described in detail herein, understanding that the representative embodiments of the present disclosure are provided as illustrations of the disclosed principles and not as limitations on the broad aspects of the present disclosure. To that extent, elements and limitations described, for example, in the abstract, background, summary, brief description of the drawings, and detailed description sections but not explicitly set forth in the claims should not be incorporated into the claims singly or jointly, by implication, inference, or otherwise. Further, the recitation of "first," "second," "third," etc. in the specification or claims does not itself establish an order or numerical limitation; unless specifically stated otherwise, these designations may be used to facilitate reference to like features in the specification and drawings and to demarcate like elements among the claims.

[0039] For purposes of the present disclosure, unless specifically disclaimed: the singular includes the plural and vice versa (e.g., the indefinite articles "a" and "an" should be understood to mean "one or more" unless specifically disclaimed); the words "and" and "or" should be both conjunctive and disjunctive; the words "any" and "all" should both mean "any and all"; and the words "comprising," "including," "containing," "having," etc. should all mean "including but not limited to." Further, herein, approximate words such as "about," "almost," "substantially," "generally," "roughly," etc. may be used, for example, to mean "at, near, or almost at" or "within 0 - 5% of" or "within acceptable manufacturing tolerances" or any logical combination thereof. Finally, directional adjectives and adverbs such as front, rear, in - vehicle, out - of - vehicle, starboard, port, vertical, horizontal, upward, downward, forward, backward, left, right, etc. may be relative to a motor vehicle, such as the forward driving direction of the motor vehicle when the vehicle is operatively oriented on a horizontal driving surface.

[0040] Now referring to the drawings, in which like reference numerals refer to like features throughout several views, in Figure 1A representative motor vehicle is shown generally designated at 10 and depicted herein for purposes of discussion as a sedan-style electric drive vehicle. The illustrated vehicle 10 - also referred to herein simply as the "motor vehicle" or "transportation vehicle" - is merely an exemplary application by which aspects of the present disclosure may be practiced. By the same token, the illustrated network of transportation vehicle hardware devices for the implementation of the present concept should be understood as a non-limiting implementation of the disclosed features. Thus, it should be understood that aspects and features of the present disclosure may be implemented by other transportation vehicle device architectures and may be incorporated into any logically related type of transportation vehicle. In addition, only selected components of the motor vehicle and intelligent transportation system are shown and described in detail herein. However, the transportation vehicles and systems discussed below may include many additional and alternative features as well as other available peripheral hardware for implementing the various methods and functions of the present disclosure.

[0041] Figure 1 The representative transportation vehicle 10 is initially equipped with a transportation vehicle telematics and information ("telematics") unit 14 that wirelessly communicates, for example, via a cellular tower, base station, mobile switching center, satellite service, etc., with a remotely located or "off-board" cloud computing host service 24 (e.g., ). As a non-limiting example, Figure 1 some of the other transportation vehicle hardware components 16 generally shown in FIG. include an electronic video display device 18, a microphone 28, an audio speaker 30, and a variety of user input control devices 32 (e.g., buttons, knobs, pedals, switches, touchpads, joysticks, touchscreens, etc.). These hardware components 16 serve in part as a human / machine interface (HMI) that enables a user to communicate with the telematics unit 14 as well as other components resident and remote from the transportation vehicle 10. The microphone 28 provides, for example, a means for a passenger to input verbal or other audible commands; the transportation vehicle 10 may be equipped with an embedded voice processing unit that utilizes audio filtering, editing, and analysis modules. Conversely, the (one or more) speakers 30 provide audible output to the transportation vehicle passengers and may be a stand-alone speaker dedicated to the telematics unit 14 or may be part of an audio system 22. The audio system 22 is operatively connected to a network connection interface 34 and an audio bus 20 to receive analog information via one or more speaker components and present it as sound.

[0042] Coupled communicatively to the telematics unit 14 is a network connection interface 34, suitable examples of which include twisted pair / fiber optic Ethernet switches, parallel / serial communication buses, local area network (LAN) interfaces, controller area network (CAN) interfaces, and the like. The network connection interface 34 enables the vehicle hardware 16 to send and receive signals with each other and with various systems both on-board and off-board the vehicle body 12. This allows the vehicle 10 to perform a variety of vehicle functions, such as modulating powertrain output, activating friction and regenerative braking systems, controlling vehicle steering, regulating charging and discharging of the vehicle battery pack, and other automated functions. For example, the telematics unit 14 may exchange signals with a powertrain control module (PCM) 52, an advanced driver assistance system (ADAS) module 54, an electronic battery control module (EBCM) 56, a steering control module (SCM) 58, a brake system control module (BSCM) 60, and various other vehicle ECUs (such as a transmission control module (TCM), an engine control module (ECM), a sensor system interface module (SSIM), etc.).

[0043] Continuing to refer to Figure 1 , the telematics unit 14 is: an on-board computing device that provides a mixture of services both individually and through its communication with other networked devices. The telematics unit 14 generally consists of one or more processors 40, each of which may be embodied as a discrete microprocessor, an application specific integrated circuit (ASIC), or a dedicated control module. The vehicle 10 may be supplied with centralized vehicle control via a central processing unit (CPU) 36, which operates coupled to a real-time clock (RTC) 42 and one or more electronic memory devices 38, each of which may take the form of a CD-ROM, a disk, an IC device, a solid state drive (SSD) memory, a hard disk drive (HDD) memory, flash memory, semiconductor memory (e.g., various types of RAM or ROM), etc.

[0044] Long-range communication (LRC) capabilities with remote off-board devices may be provided via one or more or all of a cellular chipset / component, a navigation and position chipset / component (e.g., a global positioning system (GPS) transceiver), or a wireless modem, all of which are collectively denoted at 44. Short-range communication (SRC) capabilities may be provided via a short-range communication (SRC) device 46 (e.g., a unit or near field communication (NFC) transceiver), dedicated short range communication (DSRC) component 48, and / or dual antennas 50 to provide short range wireless connectivity. The communication devices described above can provide data exchange as part of periodic broadcasts in a vehicle-to-vehicle (V2V) communication system or a vehicle-to-everything (V2X) communication system (e.g., vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), vehicle-to-device (V2D), etc.).

[0045] The CPU 36 receives sensor data from one or more sensing devices that use, for example, photodetection, radar, lidar, ultrasound, optical, infrared, or other suitable technologies, including short range communication technologies (e.g., DSRC) or ultra-wideband (UWB) radio technologies, for performing automated vehicle (AV / ADAS) driving operations or vehicle navigation services. According to the illustrated example, the vehicle 10 can be equipped with one or more digital cameras 62, one or more distance sensors 64, one or more vehicle speed sensors 66, one or more vehicle dynamics sensors 68, and any necessary filtering, classification, fusion, and analysis hardware and software for processing the raw sensor data. The type, placement, number, and interoperability of the distributed array of sensors in the vehicle can be individually or jointly adapted to a given vehicle platform for achieving a desired level of automated vehicle operation.

[0046] (One or more) digital cameras 62 may use complementary metal oxide semiconductor (CMOS) sensors or other suitable optical sensing devices to generate images indicative of the field of view of the vehicle 10 and may be configured for continuous image generation, such as at least about 50+ images per second. In comparison, (one or more) distance sensors 64 may transmit and detect reflected radio, infrared, light-based, or other electromagnetic signals (e.g., short-range radar, long-range radar, EM induction sensing, light detection and ranging (LIDAR), etc.) to detect, for example, the presence, speed, proximity, etc. of target objects. (One or more) vehicle speed sensors 66 may take various forms, including wheel speed sensors that measure wheel speed, which is then used to determine the real-time host (ego) speed. Additionally, (one or more) vehicle dynamics sensors 68 may be in the nature of single-axis or triaxial accelerometers, angular rate sensors, inclinometers, etc., for detecting longitudinal and lateral accelerations, yaw, roll, and / or pitch rates, or other dynamics-related parameters. Using data from these on-vehicle sensing devices, the CPU 36 may identify surrounding driving conditions, determine lane characteristics and surface conditions, identify target objects within the detectable range of the vehicle, determine the attributes of the target objects (such as size, relative position, orientation, distance, approach angle, relative speed, etc.), and perform automated control maneuvers based on these performed operations.

[0047] These on-vehicle sensing devices may be distributed throughout the motor vehicle 10 in unobstructed positions of operation with respect to viewpoints at the front, rear, port, and / or starboard of the vehicle body 12. Each sensor generates an electrical signal indicative of the characteristics or conditions of the host vehicle or one or more target objects, generally as an estimate with a corresponding standard deviation. Although the operating characteristics of these sensors are generally complementary, some characteristics are more reliable than others in estimating certain parameters. Most sensors have different operating ranges and coverage areas and are capable of detecting different parameters within their operating ranges. For example, radar-based sensors may estimate the distance, rate of change of distance, and azimuthal position of an object but may not be robust in estimating the shape / extent of the target object. On the other hand, cameras with optical processing may be more robust in estimating the shape / size and azimuthal position of an object but may be less efficient in estimating the distance and rate of change of distance of the target object. Scanning-type LIDAR-based sensors may perform efficiently and accurately with respect to estimating distance and azimuthal position but may not be able to accurately estimate the rate of change of distance and may thus be inaccurate with respect to new object acquisition / discrimination. By comparison, ultrasonic sensors can estimate distance but generally cannot accurately estimate the rate of change of distance and azimuthal position. Further, the performance of many sensor technologies may be affected by different environmental conditions. Thus, the sensors generally exhibit parameter variances, and their operating overlaps provide opportunities for active and continuous sensor fusion.

[0048] To propel the motor vehicle 10, an electrified powertrain is operable to generate tractive torque and deliver the tractive torque to one or more of the drive wheels 26 of the vehicle. The powertrain is generally represented in Figure 1 by a rechargeable energy storage system (RESS), and the rechargeable battery storage system (RESS) can have the nature of a chassis-mounted traction battery pack 70 operatively connected to an electric traction motor (M) 78. The traction battery pack 70 generally consists of one or more battery modules 72, and each battery module 72 contains a cluster of battery cells 74, such as pouch, can, or cylindrical type lithium, zinc, nickel, or silicone cells. One or more electric motors (such as the traction motor / generator (M) unit 78) draw electrical power from the battery pack 70 and optionally deliver electrical power to the battery pack 70. A power inverter module (PIM) 80 electrically connects the battery pack 70 to the motor(s) 78 and modulates the transfer of current therebetween. The disclosed concepts similarly apply to HEV- and ICE-based powertrains.

[0049] The battery pack 70 can be designed such that module management, battery sensing, module-to-module and / or module-to-host communication functions are directly integrated into each battery module 72 and performed by an integrated electronics package (such as a wireless-enabled battery monitoring unit (CMU) 76). The CMU 76 can be a microcontroller-based printed circuit board (PCB)-mounted sensor array. Each CMU 76 can have a GPS transceiver and RF capabilities and can be encapsulated on or in the battery module housing. The battery module cells 74, CMU 76, housing, coolant lines, bus bars, etc. can together define a battery module assembly.

[0050] During normal operation of the motor vehicle 10, which may also be referred to herein as the vehicle "host" or "ego" vehicle Figure 1 , the vehicle 10 can traverse a mixed-gradient path (such as a hilly road, a winding mountain road, a steeply inclined street, etc.). Before, during, or after entering the inclined gradient of the path, the host vehicle 10 may encounter one or more previously "forward" vehicles; one or more of the most recent of these previously vehicles can be identified and designated as the closest-in-path (CIPV) target vehicle. When following a CIPV target vehicle across a mixed-gradient path, a forward front camera module (FCM) (such as, Figure 1 a digital camera 62 of Figure 3A and 3B a waterproof 1.2 megapixel CMOS HD camera module 62' of Figure 1 a distance sensor 64 of Figure 3A and3B The fixedly mounted X- and K-band pulsed radar array 64’) can discard the target vehicle (e.g., new data from both sensors indicates that the target is no longer detected). When exiting the incline gradient (e.g., reaching the hilltop), as the target vehicle is revealed on the local horizon and reacquired by the FCM before being reacquired by the LRR, the FCM of the host vehicle may report incorrect position and speed measurements. In particular, the unique topology of the road and the unique mounting location of the sensors of the host vehicle can prevent the LRR from picking up the target for a delay period. In the absence of a remedy, the ACC and / or CAS control modules of the vehicle can generate a false positive emergency driving scenario in which immediate braking (e.g., collision imminent braking (CIB)) is required.

[0051] This document presents an intelligent vehicle system with control logic for mitigating sensor limitations on hybrid gradient (hill) roads by using GPS and / or IMU sensor data to establish when such edge cases occur and reactively attenuating inaccurate camera sensor data to prevent false braking. During host vehicle operation, the AV / ADAS control module actively monitors and identifies when the host vehicle is traveling in a hill environment. Once established, the host vehicle monitors and locates the presence of a CIPV target vehicle. If the CIPV target is discarded without changing direction, lane, etc., the self-speed of the host vehicle can be maintained substantially constant or allowed to controllably increase / decrease to a preset ACC speed for the calculated time frame. The host vehicle can be allowed to continue at the open lane speed when it reaches the location where the CIPV target was discarded. If only the camera CIPV target vehicle reappears, the AV / ADAS module can observe the IMU grade signal to extract the characteristics of the road condition. If the grade is positive and approaching 0, the control module can set a marker for the host vehicle reaching the hilltop. The calculated distance from the host to the CIPV target and the attributes of the grade signal that triggered the marker can establish calibratable boundaries for the duration and magnitude of the automated driving operation for the host vehicle. The calibratable exit criteria can include the camera target distance, target stability, and road grade status. When the above conditions are met, a target suppression marker can be set to prevent false positive activation of the controller's automated braking / steering.

[0052] Consequent advantages of at least some of the disclosed concepts can include the ability to compensate for sensor field of view (FoV) limitations caused by discrete sensor package locations and mixed gradient path (hill road) scenarios. The disclosed features can also help compensate for inaccurate target object speed and position data generated by host vehicle camera sensors. By implementing the advanced driving features described herein with enhanced on-vehicle sensor operation for mixed gradient paths, the host vehicle is able to deter incorrect vehicle responses, along with improvements in the passenger ride experience. In addition to predicting relevant "hill road" scenarios to suppress incorrect vehicle responses, the host vehicle is also able to improve target tracking performance and help ensure appropriate vehicle responses to detected-dropped-reacquired CIPV target vehicles.

[0053] Next, referring to Figure 2 the flowchart of, in accordance with aspects of the present disclosure, a method or control strategy for providing advanced controller automated driving features with enhanced sensor operation for a host vehicle (such as Figure 1 vehicle 10 or Figure 3A and 3B host vehicle 10 ascending hill road 11 of HV ) traversing a mixed gradient path is generally described at 100. Figure 2 Some or all of the operations illustrated in and further described below may represent algorithms corresponding to non-transitory processor-executable instructions stored in, for example, primary or secondary or remote memory (such as Figure 1 resident memory device 38 and / or remote cloud computing service 24 database of Figure 1 ), and executed, for example, by an electronic controller, processing unit, dedicated control module, logic circuit, or other module or device, or a network of controllers / modules / devices (such as

[0054] CPU 36 and / or processor 40 of Figure 2The "Start" terminal block 101 has memory - stored processor - executable instructions for initializing a process for a hybrid - gradient driving scenario for a host vehicle. The routine can be executed in real - time, near - real - time, continuously, systematically, and / or at predefined time intervals, such as every 10 or 100 milliseconds during normal operation of the motor vehicle 10. As another option, the terminal block 101 can be initialized in response to a user command prompt (e.g., via the telematics input control 32), a resident vehicle controller prompt (e.g., from the CPU 36), or a broadcast prompt signal received from a centralized logistics department (BO) vehicle service system (e.g., from the cloud host service 24). As a non - limiting example, the method 100 can be automatically initialized during a power - on event in which a driver, owner, passenger, or other authorized operator (collectively referred to as "user") of the vehicle 10 powers on the vehicle powertrain and transitions the vehicle into driving. Upon completion Figure 2 of some or all of the control operations presented in, the method 100 can proceed to the "End" terminal block 123 and temporarily terminate, or optionally can loop back to the terminal block 101 and run in a continuous loop. The terminal block 123 can be automatically triggered in response to a driver transitioning into a parked state or a power - off event in which the user powers off the host vehicle 10.

[0055] The method 100 proceeds from the terminal block 101 to the "Hilly Road" decision block 103 to determine whether the host vehicle is currently traversing a hybrid - gradient path. For example, the AV / ADAS control module of the host vehicle can aggregate sensor - based gradient data output by a resident inertial measurement unit (IMU) to discern when the host vehicle ascends a hilly road (e.g., ≥ 10 - degree grade). The IMU can assume various form factors, such as a 3 - axis, 6 - axis, or 9 - axis configuration that is rigidly mounted inside the body of the host vehicle and contains three gyroscopes, three accelerometers, and optionally three magnetometers when desired. During vehicle operation, the IMU can track the front - to - rear pitch angle of the host (self) vehicle and its changes. If the absolute value of the change in the pitch angle of the host vehicle is greater than a predefined threshold (e.g., 10 degrees), the AV / ADAS system infers that the host vehicle is currently on a hybrid - gradient road. Figure 3A Illustrates an example in which the host vehicle 10 HV approaches a hilly road 11 at an 18 - degree incline. When it is determined that the host vehicle is not on a hybrid - gradient road (block 103 = "No"), the method 100 can proceed to the terminal block 123 and temporarily end, or can return to the terminal block 101 and run in a continuous loop.

[0056] In response to determining that the host vehicle is currently crossing a mixed gradient path (block 103 = "yes"), method 100 may execute the "Target Detected" decision block 105 to determine if there is a previous "lead" vehicle in front of the host. An affirmative determination at block 105 may require that after the AV / ADAS control module of the host vehicle confirms that the host has crossed the mixed gradient path, at least two of the forward vehicle sensors of the host vehicle detect at least one previous target vehicle substantially simultaneously. At time = t1 in Figure 3A , for example, the forward monocular camera 62' and the long-range radar array 64' of the host vehicle simultaneously sense a target vehicle 10 HV in front of the host vehicle 10 TV on the hill road 11. When acquiring the target, the camera 62' and the LRR 64' jointly generate real-time target proximity, distance, azimuth position, type, size, speed, and other relevant data for the target vehicle 10 TV . By aggregating, preprocessing, fusing, and evaluating the data generated by the sensors, the AV / ADAS module of the host vehicle can confirm that the target vehicle 10 TV is the closest vehicle on the path and is in the lane shared by the host vehicle 10 HV . When it is determined that there is no leading target vehicle in front of the host vehicle, the target vehicle is not a CIPV target, and / or the target vehicle is in a different lane (block 105 = "no"), method 100 may reactively execute the "Default Operation" subroutine block 107 and continue normal AV / ADAS vehicle operation until the host vehicle approaches another mixed gradient path.

[0057] Continuing to refer to Figure 2 , method 100 may respond to detecting a CIPV target vehicle (block 105 = "yes") that shares the same lane as the host by monitoring the target to determine if the forward vehicle sensors of the host subsequently drop the target vehicle as indicated at the "Target Dropped" decision block 109. After detecting the target vehicle 10 Figure 3A at time = t1 in TV , for example, the AV / ADAS control module of the host may systematically fuse the data generated by the radar and the camera to continuously track the target. At time = t2 in Figure 3A , the target vehicle 10 TV has exited the hill road 11 and has moved away from the host vehicle 10 HVThe immediate line of sight "disappears". Consequently, the monocular camera 62' and the LRR array 64' of the host vehicle no longer perceive the target vehicle; the new sensor data generated by these two forward sensors will indicate that the CIPV target is no longer detected and is thus discarded at t2. Inferring that the CIPV target vehicle has been "discarded" by the forward sensors of the host vehicle may also require the AV / ADAS control module to aggregate, preprocess, fuse, and analyze the available sensor data (e.g., generated by the camera 62, distance sensor 64, speed sensor 66, dynamics sensor 68, etc.) to confirm that neither the host nor the target has substantially changed lanes or closed paths simultaneously with the target vehicle being discarded. Inferring that the CIPV target vehicle has been discarded may also make it necessary to determine that one or more dynamic characteristics of the target are within a predefined calibratable range (e.g., the rate of change of distance does not exceed a preset threshold). If the CIPV target is not discarded (block 109 = "no"), then method 100 can loop back through process blocks 103 and 105 via process block 107 reactively.

[0058] In response to the conclusion that the detected CIPV target has been discarded by the host (block 109 = "yes"), method 100 can automatically execute the "discard time" subroutine block 111 to predict the estimated travel time for the host vehicle to reach the fixed position where the target vehicle was discarded. For example, as the host vehicle 10 HV 's AV / ADAS control module continues to track the CIPV target vehicle 10 TV sensed at time = t1, the target vehicle 10 TV suddenly thereafter disappears from the host vehicle 10 HV 's sensors at time = t2 (the peak of the hill 11 blocks the sensing of the target). Upon confirming the target discard, the AV / ADAS control module marks the last detected geographical location of the target vehicle 10 TV in the existing camera / radar fused target data; this location is temporarily stored in the resident cache as the forward discard location H DP corresponding to the forward distance D DP to the discard location H DP . Using the discard location H DP and the forward distance D DP (e.g., retrieved from the resident vehicle memory 38), the current (real-time) position P HV of the host vehicle (e.g., retrieved from the GPS transceiver 44), and the current (real-time) speed and heading V HV of the host vehicle (e.g., retrieved from the vehicle speed and dynamics sensors 66, 68), the AV / ADAS control module calculates the host vehicle 10 HVReach the discard position D DP The estimated travel time to.

[0059] Simultaneously with subroutine block 111, method 100 may execute a "self - speed" subroutine block 113 to restrain large changes in self - speed until the host reaches the target discard position. When it is determined that the detected target vehicle 10 TV is discarded (block 109 = "yes"), for example, the AV / ADAS control module of the host vehicle 10 HV may command the powertrain control module of the host vehicle (e.g., the speed command signal to the PCM 52 that is transmitted to Figure 1 ) to maintain the current vehicle speed for at least the estimated time calculated at block 111, that is, until the host vehicle 10 HV reaches the discard position D DP . During level 3 ACC driving operations or level 4 or 5 AV driving operations, the set self - speed of the host vehicle may be restrained or locked so that the AV / ADAS control module does not unnecessarily increase / decrease the self - speed after the target discard. Subroutine block 113 may allow smaller controlled changes in self - speed (such as a slow ramp - up or ramp - down of the host vehicle speed to a preset ACC speed) until the estimated travel time elapses.

[0060] Method 100 proceeds from subroutine block 113 to a "CIPV - only camera target" decision block 115 to determine whether the discarded CIPV target is subsequently reacquired, and if so, whether it is reacquired by only one or only selected forward vehicle - mounted sensors. For example, after the target vehicle 10 TV is discarded by the monocular camera 62' and the LRR array 64' at Figure 3A time = t2, the AV / ADAS module of the host vehicle 10 HV may actively search for it. At Figure 3B time = t3, for example, the target vehicle 10 TV is subsequently detected by the host vehicle 10 HVReacquired and initially revealed only to and detected by the monocular camera 62'; at t3, the target is not revealed to the LRR array 64' or otherwise detectable by the LRR array 64'. This is partly because the first sensor - the digital video camera 62' - is mounted at a unique (first) height at a unique (first) position on the host vehicle body (e.g., to the passenger compartment roof structure), while the second sensor - the LRR array 64' - is mounted at a lower (second) height at a corresponding (second) position on the vehicle body (e.g., behind the front grille). At this time, there may be inaccurate camera reports for an intermittent time period (e.g., ~1 - 2 seconds) before the target is stabilized and reacquired by the LRR array for camera - radar fusion.

[0061] For at least some applications, the conclusion that the discarded target has been reacquired may also require confirmation that the host vehicle crosses a mixed gradient path while the target vehicle is reacquired. On the other hand, if multiple forward vehicle sensors simultaneously reacquire the discarded CIPV target vehicle, the decision box 115 can return a negative response. For example, the method 100 can loop back to box 103 or exit at the terminal box 123 in response to determining that the target vehicle is reacquired by both the monocular camera 62' and the LRR array 64' substantially simultaneously. When it is confirmed that the discarded CIPV target is not reacquired by only one or only selected forward vehicle sensors of the host vehicle (box 115 = "no"), the method 100 can loop back to process boxes 103 and 105 via the process box 107 in a responsive manner.

[0062] In response to determining that the CIPV is picked up again as a camera - only target while the host is still crossing the road at a varying grade (box 115 = "yes"), the method 100 can execute the "forward warning" decision box 117 to determine whether the target vehicle is at least a predefined minimum distance in front of the host vehicle. Referring again to the example presented at Figure 3B time = t3, the AV / ADAS control module of the host vehicle 10 HV can actively track the now - reacquired target and evaluate the sensor - generated target data to ascertain whether the target vehicle 10 TV is within the vehicle - calibratable CIPV dimension criterion range in front of the host vehicle 10 HV (e.g., 50 - 150 meters). If the target vehicle 10 TVOutside the CIPV dimension criteria (box 117 = "No"), method 100 may reactively loop back to process box 107 and continue with default vehicle driving operations. For example, if the re-acquired target is not at least a predefined minimum distance in front of the host (e.g., a target relative range of 25 meters), the AV / ADAS control module may command the braking system of the host vehicle to immediately perform a braking operation (e.g., transmit a braking command signal to immediately activate the CIB).

[0063] When it is confirmed that the forward distance of the newly re-acquired CIPV target exceeds the predefined minimum distance (box 117 = "Yes"), method 100 may reactively perform Figure 2 the "VISR flag" internal storage box 119, and set a flag in the resident memory indicating that the synthetic vision loop (VISR) vehicle data may be unreliable. Simultaneously with the internal storage box 119, method 100 may also respond to the detected-discarded-reacquired CIPV target vehicle by activating the "Suppress AV / ADAS Response" subroutine 121 and concomitantly commanding one or more resident subsystems of the host vehicle to suppress one or more automated driving operations of the host vehicle. At Figure 3B time = t3, for example, the AV / ADAS control module may command the braking system of the host vehicle to temporarily limit or reject controller automated braking commands, while also commanding the steering system of the host vehicle to temporarily limit or reject controller automated steering changes. In a more specific but non-limiting example, the host vehicle 10 HV may suppress ACC / CAS braking to impede false positive CIB system responses.

[0064] It may be desirable that Figure 2 subroutine 121 suppresses one or more selected controller automated AV / ADAS responses only for a limited time period and / or only in predefined situations. By way of example and not limitation, the (one or more) command signals output by the AV / ADAS control module to the (one or more) resident subsystems of the host vehicle will suppress the (one or more) automated driving operations: (1) for at least a predefined suppression time frame calibratable by the vehicle; (2) until the target vehicle is reacquired by the LRR array or other designed forward sensors after the camera sensor has reacquired the target vehicle; and / or (3) until the target vehicle is not at least a predefined minimum distance in front of the host vehicle. For example, the braking generated by ACC may be constrained to maintain the self-speed for a suppression time frame determined based on road change grade, current self-speed, current CIPV target speed, changes in CIPV target speed, etc. At Figure 3B time = t4, for example, the host vehicle 10 HVmay be allowed to continue with the default driving operation because the target vehicle 10 TV is re-acquired by both the forward monocular camera 62’ and the LRR array 64’ of the host vehicle.

[0065] In some embodiments, aspects of the present disclosure may be implemented by a computer-executable instruction program (such as, a program module), which is generally referred to as a software application or application program executed by any one of the controllers or controller variants described herein. In a non-limiting example, software may include routines, programs, objects, components, and data structures that perform specific tasks or implement specific data types. Software may form an interface to allow a computer to react based on the input source. Software may also cooperate with other code segments to initiate various tasks in response to data received in combination with the source of the received data. Software may be stored on any one of a variety of memory media (such as, CD-ROM, disk, or semiconductor memory (e.g., various types of RAM or ROM)).

[0066] Furthermore, aspects of the present disclosure may be practiced using a variety of computer systems and computer network configurations, including multi-processor systems, microprocessor-based or programmable consumer electronics, minicomputers, mainframe computers, and the like. Additionally, aspects of the present disclosure may be practiced in a distributed computing environment where tasks are performed by resident and remote processing devices linked through a communication network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices. Accordingly, aspects of the present disclosure may be implemented in conjunction with various hardware, software, or combinations thereof in a computer system or other processing system.

[0067] Any of the methods described herein may include machine-readable instructions for execution by: (a) a processor, (b) a controller, and / or (c) any other suitable processing device. Any algorithm, software, control logic, protocol, or method disclosed herein may be embodied as software stored on a tangible medium such as, for example, flash memory, solid-state drive (SSD) memory, hard disk drive (HDD) memory, CD-ROM, digital versatile disc (DVD), or other memory devices. The entire algorithm, control logic, protocol, or method and / or portions thereof may alternatively be executed by a device other than the controller, and / or embodied in firmware or dedicated hardware in an available manner (e.g., implemented by an application specific integrated circuit (ASIC), programmable logic device (PLD), field programmable logic device (FPLD), discrete logic, etc.). Further, although specific algorithms may be described with reference to the flowcharts and / or workflow diagrams depicted herein, many other methods may alternatively be used to implement the example machine-readable instructions.

[0068] Aspects of the present invention have been described in detail with reference to the illustrated embodiments; however, those skilled in the art will recognize that many modifications can be made thereto without departing from the scope of the present disclosure. The present disclosure is not limited to the precise construction and composition disclosed herein; any and all modifications, changes, and variations apparent from the foregoing are within the scope of the present disclosure as defined by the appended claims. In addition, the present concept expressly includes any and all combinations and sub-combinations of the above elements and features.

Claims

1. A method of operating a host vehicle having a vehicle body and first and second forward sensors mounted at first and second locations on the vehicle body, respectively, the method comprising: receiving, via a vehicle controller of the host vehicle, gradient data indicative of the host vehicle traversing a mixed gradient path; detecting, via both the first and second sensors, a target vehicle ahead of the host vehicle on the mixed gradient path after receiving the gradient data; determining, via the vehicle controller, after detecting the target vehicle, whether both the first and second sensors have abandoned the target vehicle; determining, via the vehicle controller, in response to determining that the target vehicle is abandoned, whether the target vehicle is reacquired by the first sensor but not by the second sensor; as well as In response to determining that the target vehicle was reacquired by the first sensor but not by the second sensor, a command signal is transmitted, via the vehicle controller, to a resident subsystem of the host vehicle to inhibit automated driving operation of the host vehicle.

2. The method of claim 1, further comprising: determining, via the vehicle controller, a discard location at which the target vehicle was discarded in response to determining that the target vehicle was discarded by the first and second sensors; as well as An estimated time of arrival of the host vehicle at the drop-off location is determined, via the vehicle controller.

3. The method of claim 2, further comprising: A speed command signal is transmitted via the vehicle controller to a powertrain control module of the host vehicle to maintain a current vehicle speed for at least the estimated time.

4. The method of claim 1 , wherein determining that the target vehicle is reacquired by the first sensor comprises: Via the vehicle controller, it is confirmed that the host vehicle is simultaneously traversing the mixed gradient path while the target vehicle is being reacquired.

5. The method of claim 1, further comprising: determining, via the vehicle controller, in response to determining that the target vehicle is reacquired by the first sensor, whether the target vehicle is ahead of the host vehicle by at least a predefined minimum distance, Wherein transmitting the command signal to the resident subsystem to inhibit the automated driving operation is further responsive to determining that the target vehicle is at least the predefined minimum distance in front of the host vehicle.

6. The method of claim 5, further comprising: Transmitting, via the vehicle controller, a brake control signal to a brake system of the host vehicle to immediately perform a braking operation in response to the target vehicle not being ahead of the host vehicle by at least the predefined minimum distance.

7. The method of claim 1, further comprising: In response to determining that the target vehicle is reacquired by both the first and second sensors at substantially the same time, not transmitting the command signal to the resident subsystem to inhibit the automated driving operation.

8. The method of claim 1, wherein determining that the target vehicle is discarded by both the first and second sensors comprises: The vehicle controller confirms that neither the host vehicle nor the target vehicle changed lanes substantially simultaneously with the target vehicle being abandoned.

9. A method as claimed in claim 1, wherein the command signal causes the resident subsystem to inhibit the automated driving operation: (1) for at least a predefined inhibition time frame; (2) until the second sensor reacquires the target vehicle after the first sensor reacquires the target vehicle; and / or (3) until the vehicle controller determines that the target vehicle is not at least a predefined minimum distance ahead of the host vehicle.

10. The method of claim 1, wherein detecting a target vehicle in front of the host vehicle comprises: The vehicle controller confirms that the target vehicle is the closest vehicle on the path and is in a lane shared by the host vehicle.

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