Longitudinal response control of host vehicle during aggressive cornering maneuver of front target

Abstract

Longitudinal response control of a host vehicle during a sharp turn maneuver by a forward target is provided. A method controls a host vehicle having an adaptive cruise control (ACC) system by determining a predicted lateral position of a target using the target's current lateral position and velocity relative to the host vehicle and the lane. In response to the position being reliable, host vehicle stability, and the host vehicle still following the target, the target is detected decelerating at a rate above a threshold and turning off the host vehicle's path. The default closest in path (CIP) based ACC strategy is disabled and the host vehicle is controlled as if the target is no longer in the host vehicle's path. The dynamic state is controlled as if the target is no longer in the host vehicle's path when a time to contact value is greater than a time threshold, or the dynamic state is controlled relative to a vehicle in front of the target when a time to collision value is less than a time threshold.

Description

Technical Field

[0001] Modern vehicles are equipped with Adaptive Cruise Control (ACC) systems, which operate to dynamically modify the vehicle's ground speed in response to its dynamically changing environment. The ACC system of the primary vehicle ("the primary vehicle") uses an onboard processor and a set of remote sensors to detect objects in the primary vehicle's path, such as a target vehicle ("the target") traveling in front of the primary vehicle and in the same lane. After the operator of the primary vehicle sets the desired speed and the primary vehicle approaches the slower-moving target from behind, the ACC system performs a series of automatic control actions to reduce the speed of the primary vehicle and thereafter maintains the desired following distance between the primary vehicle and the target. Background Technology

[0002] Certain driving maneuvers by the target require the lead vehicle's ACC system to perform rapid speed calculations and control adjustments. For example, the lead vehicle's onboard sensors may detect that the target has turned into a parking lot or changed lanes, and is therefore no longer in the lead vehicle's path. In response to such an event, the ACC system may first reduce the lead vehicle's speed, wait for the target to completely leave the lane, and then command the lead vehicle to accelerate to regain the speed previously selected by the operator. Summary of the Invention

[0003] This document discloses an automatic vehicle control system and related control methods for controlling the longitudinal response of a host vehicle (“host vehicle”) equipped with an adaptive cruise control (ACC) system. This solution aims to bring the host vehicle into positive acceleration earlier than would typically occur under the control of an ACC system lacking the benefits of the following programming. Using this teaching, compared to the default path-first-in-proximity (CIP)-based ACC control strategy, the host vehicle operator will experience reduced acceleration delay or lag during specific maneuvers of the target vehicle ahead (“target”), i.e., during a turning maneuver where the target rapidly decelerates and leaves the host vehicle’s lane.

[0004] Specifically, the computer-based method described herein is configured to robustly determine when the lead vehicle can behave as if the target is no longer in its path. This determination is made dynamically based on two conditions: the target's position relative to the lead vehicle and the target's position relative to the lane the lead vehicle is currently traveling in. Furthermore, implementation of this strategy in one or more embodiments requires the operation of three parallel algorithms. A first algorithm (Algorithm #1) predicts the target's lateral position relative to the lead vehicle and the lane, using the target's current lateral position and speed relative to the lane. A second algorithm (Algorithm #2) determines whether the prediction from the first algorithm is sufficiently reliable (i.e., credible and therefore operable), and whether the lead vehicle is laterally stable in the lane and whether it is still following the same target. A third algorithm (Algorithm #3), executed when the second algorithm determines that the above conditions have been met, finally detects that the lead vehicle is operating in a predetermined scenario where the target significantly decelerates and suddenly turns away from the lead vehicle's path. In this case, the ACC system controls the lead vehicle's acceleration response as if the target is no longer in its path, thus transitioning to positive acceleration faster than a default CIP-based ACC control scheme.

[0005] Specifically, a method for controlling a vehicle equipped with an ACC system and traveling in a lane includes: sensing the current lateral position of a target relative to the vehicle via the ACC system; and sensing the current lateral velocity of the target relative to the lane via the ACC system. The method includes determining a predicted lateral position of the target using the target's current lateral position and current lateral velocity via the ACC system. The predicted lateral position includes the predicted lateral position of the target relative to the vehicle and the predicted lateral position of the target relative to the lane.

[0006] In response to the target's predicted lateral position being reliable relative to a calibration standard, the primary vehicle being laterally stable in the lane, and the primary vehicle still following the target, the method includes detecting when the target is decelerating at a rate exceeding a corresponding threshold and turning away from the primary vehicle's path while the primary vehicle is being controlled according to a default closest path-based (CIP) ACC strategy. The control response in this part of the method also includes temporarily disabling the default CIP-based ACC strategy and subsequently controlling the primary vehicle's dynamics via the ACC system as if the target were no longer in the primary vehicle's path, thereby causing the primary vehicle to transition to positive acceleration.

[0007] Detecting when a target is decelerating and turning away from the main vehicle's path may involve sensing the target's current lateral position relative to the lane using one or more sensors in the ACC system. Determining the target's predicted lateral position relative to the lane may involve locating the left and right boundaries of the lane using the ACC system, and then using the left and right boundaries to determine the lane width.

[0008] The aforementioned criteria may include a calibrated distance threshold between the vehicle and the target. In such an embodiment, the method further includes sensing a linear distance between the vehicle and the target and comparing that linear distance with the calibrated distance threshold to determine whether the predicted lateral position of the target is reliable.

[0009] One or more embodiments of the method include measuring performance parameters of the master vehicle and using the performance parameters to determine whether the master vehicle is laterally stable within the lane. Measuring the performance parameters of the master vehicle may include measuring the master vehicle's yaw rate, turn signal on / off status, steering angle, and steering angular rate, and determining whether the master vehicle is laterally stable within the lane using the performance parameters includes comparing the absolute values ​​of the performance parameters with corresponding thresholds via an ACC system.

[0010] Detecting when a target is decelerating at a rate exceeding a corresponding threshold and turning away from the host vehicle involves comparing the host vehicle's longitudinal acceleration with an acceleration threshold, and temporarily disabling the default CIP-based ACC strategy when the host vehicle's longitudinal acceleration is less than the acceleration threshold.

[0011] The method may further include: determining a contact time (TTC) value for a duration after which, given the current speeds and positions of the master vehicle and the object, the master vehicle will contact a vehicle or other object located ahead of the target; and then controlling the dynamic state of the master vehicle via the ACC system as if the target were no longer in the master vehicle's path only when the TCC value is greater than a time threshold. Conversely, controlling the dynamic state of the master vehicle via the ACC system based on the vehicle located ahead of the target only when the TCC value is less than a time threshold.

[0012] Also disclosed is an ACC system for a host vehicle traveling in a lane. The ACC system may include a sensor suite connected to the host vehicle and an electronic control unit (ECU) communicating with the sensor suite. The ECU includes a processor and a computer storage medium thereon on which instructions are recorded. The processor's execution of the instructions causes the ECU to: sense the current lateral position of a target vehicle (“target”) relative to the host vehicle; sense the current lateral velocity of the target relative to the lane; and determine a predicted lateral position of the target using the target's current lateral position and current lateral velocity. As described above, the predicted lateral position includes the predicted lateral position of the target relative to the host vehicle and the predicted lateral position of the target relative to the lane.

[0013] In response to the target's predicted lateral position being reliable relative to the calibration standard, the primary vehicle being laterally stable in the lane, and the primary vehicle still following the target, while the primary vehicle is being controlled according to the default closest path-based (CIP) ACC strategy, the ECU detects when the target is decelerating at a rate exceeding a corresponding threshold and turning away from the primary vehicle's path. The ECU also temporarily disables the CIP-based ACC strategy and subsequently controls the primary vehicle's dynamic state via the ACC system as if the target were no longer in the primary vehicle's path, thereby causing the primary vehicle to transition to positive acceleration.

[0014] This disclosure relates to a host vehicle having a set of wheels connected to a vehicle body, a set of torque actuators operable for controlling the dynamic state of the host vehicle, and an ACC system. In one or more implementations, the ACC system includes a sensor suite and an ECU. The sensor suite is connected to the vehicle body. The ECU, communicating with the sensor suite, includes a processor and a computer storage medium on which instructions are recorded. Execution of the instructions by the processor causes the ECU to sense the current lateral position of a target vehicle relative to the host vehicle and to sense the current lateral velocity of the target vehicle relative to a lane. The ECU also uses the current lateral position and current lateral velocity of the target vehicle to determine a predicted lateral position of the target vehicle, the predicted lateral position including the predicted lateral position of the target vehicle relative to the host vehicle and the predicted lateral position of the target vehicle relative to the lane.

[0015] As described in the embodiments outlined above, and in response to the target vehicle's predicted lateral position being reliable relative to the calibration standard, the primary vehicle being laterally stable in the lane, and the primary vehicle still following the target, while the primary vehicle is being controlled according to the default ACC strategy based on the closest path (CIP), the ECU detects when the target vehicle is decelerating at a rate exceeding a corresponding threshold and turning away from the primary vehicle's path. The ECU also temporarily disables the CIP-based ACC strategy and thereafter controls the primary vehicle's dynamics as if the target vehicle were no longer in the primary vehicle's path, thereby causing the primary vehicle to transition to positive acceleration.

[0016] The following solutions are provided:

[0017] 1. A method for controlling a host vehicle equipped with an adaptive cruise control (ACC) system and traveling in a lane, the method comprising:

[0018] The target's current lateral position relative to the main vehicle is sensed via the ACC system;

[0019] The ACC system senses the target's current lateral speed relative to the lane;

[0020] The ACC system uses the target's current lateral position and current lateral velocity to determine the target's predicted lateral position, which includes the target's predicted lateral position relative to the driver vehicle and the target's predicted lateral position relative to the lane; and

[0021] In response to the target's predicted lateral position being reliable relative to the calibration standard, the driver's performance parameters relative to the driver in the lane being laterally stable, and the driver still following the target, the following actions are performed:

[0022] While the main vehicle is being controlled according to the default ACC strategy based on the shortest path (CIP), detect when the target is decelerating at a rate exceeding a corresponding threshold and turning away from the main vehicle's path; and

[0023] Temporarily disable the default CIP-based ACC strategy, and thereafter control the dynamic state of the master vehicle via the ACC system as if the target is no longer in the master vehicle's path, thereby causing the master vehicle to switch to positive acceleration.

[0024] 2. The method according to Scheme 1, wherein detecting when the target is decelerating and turning away from the main vehicle includes sensing the target's current lateral position relative to the lane via one or more sensors of the ACC system.

[0025] 3. The method according to Scheme 1, wherein determining the predicted lateral position of the target relative to the lane includes locating the left and right boundaries of the lane via the ACC system and using the left and right boundaries to determine the width of the lane.

[0026] 4. The method according to Scheme 1, wherein the calibration criteria include a calibration distance threshold between the host vehicle and the target, and the method further includes:

[0027] Sensing the linear distance between the main vehicle and the target; and

[0028] The linear distance is compared with a calibrated distance threshold to determine whether the predicted lateral position of the target is reliable.

[0029] 5. The method according to Scheme 1 further includes:

[0030] Measure the performance parameters of the main vehicle; and

[0031] Performance parameters are used to determine whether the vehicle is laterally stable within the lane.

[0032] 6. The method according to Scheme 5, wherein measuring the performance parameters of the master vehicle includes measuring the yaw rate, turn signal on / off state, steering angle and steering angle rate of the master vehicle, and wherein determining whether the master vehicle is laterally stable in the lane using the performance parameters includes comparing the absolute value of the performance parameters with a corresponding threshold via the ACC system.

[0033] 7. According to the method of Scheme 1, wherein detecting when the target is decelerating and turning away from the path of the host vehicle at a rate exceeding the corresponding threshold includes comparing the longitudinal acceleration of the host vehicle with the acceleration threshold, and temporarily disabling the default CIP-based ACC strategy when the longitudinal acceleration of the host vehicle is less than the acceleration threshold.

[0034] 8. The method according to Scheme 1 further includes:

[0035] The contact time (TTC) value is determined to be a duration after which, given the current speeds and positions of the vehicle and the object, the vehicle will contact the object located in front of the target; and

[0036] (i) The dynamic state of the master vehicle is controlled via the ACC system as if the target is no longer in the path of the master vehicle only when the TCC value is greater than the time threshold, and (ii) The dynamic state of the master vehicle is controlled via the ACC system relative to the vehicle in front of the target only when the TCC value is less than the time threshold.

[0037] 9. An adaptive cruise control (ACC) system for a primary vehicle (“primary vehicle”) traveling in a lane, comprising:

[0038] Sensor kits connected to the main vehicle; and

[0039] An electronic control unit (ECU) communicates with a sensor suite. The ECU includes a processor and a computer storage medium on which instructions are recorded. The processor's execution of these instructions causes the ECU to perform the following operations:

[0040] Sensing the current lateral position of the target vehicle (“target”) relative to the host vehicle;

[0041] Sensing the target's current lateral velocity relative to the lane;

[0042] The target's predicted lateral position is determined using the target's current lateral position and current lateral velocity. The predicted lateral position includes the target's predicted lateral position relative to the driver vehicle and its predicted lateral position relative to the lane.

[0043] In response to the target's predicted lateral position being reliable relative to the calibration standard, the driver's performance parameters relative to the driver in the lane being laterally stable, and the driver still following the target, the following actions are performed:

[0044] While the main vehicle is being controlled according to the default ACC strategy based on the shortest path (CIP), detect when the target is decelerating at a rate exceeding a corresponding threshold and turning away from the main vehicle's path; and

[0045] Temporarily disable the default CIP-based ACC strategy, and thereafter control the dynamic state of the master vehicle via the ACC system as if the target is no longer in the master vehicle's path, thereby causing the master vehicle to switch to positive acceleration.

[0046] 10. The ACC system according to claim 9, wherein the processor executes instructions causing the ECU to perform the following operation: detect when the target is decelerating and turning away from the path of the driver vehicle by sensing the target's current lateral position relative to the lane.

[0047] 11. The ACC system according to Scheme 9, wherein the processor executes instructions causing the ECU to perform the following operations: determine the predicted lateral position of the target relative to the lane by locating the left and right boundaries of the lane, and determine the width of the lane using the left and right boundaries.

[0048] 12. The ACC system according to Scheme 9, wherein the processor's execution of instructions causes the ECU to perform the following operations:

[0049] Sensing the linear distance between the main vehicle and the target; and

[0050] The linear distance is compared with a calibrated distance threshold to determine whether the predicted lateral position of the target is reliable.

[0051] 13. The ACC system according to Scheme 9, wherein the processor's execution of instructions causes the ECU to perform the following operations:

[0052] Measure the performance parameters of the main vehicle; and

[0053] Performance parameters are used to determine whether the vehicle is laterally stable within the lane.

[0054] 14. According to the ACC system of Scheme 9, the processor executes instructions to cause the ECU to perform the following operations: measure the performance parameters of the main vehicle by measuring the yaw rate, the on / off state of the turn signal, the steering angle and the steering angle rate, and use the performance parameters to determine whether the main vehicle is laterally stable in the lane by comparing the absolute value of the performance parameters with the corresponding threshold.

[0055] 15. The ACC system according to Scheme 9, wherein the processor's execution of instructions causes the ECU to perform the following operations: detect when the target is decelerating at a rate exceeding the corresponding threshold and turning away from the path of the driver vehicle by comparing the longitudinal acceleration of the driver vehicle with an acceleration threshold, and temporarily disable the default CIP-based ACC strategy when the longitudinal acceleration of the driver vehicle is less than the acceleration threshold.

[0056] 16. The ACC system according to Scheme 9, wherein the processor's execution of instructions causes the ECU to perform the following operations:

[0057] The contact time (TTC) value is determined to be a duration after which, given the current speeds and positions of the vehicle and the object, the vehicle will contact the object located in front of the target; and

[0058] (i) Control the dynamic state of the master vehicle as if the target were no longer in the path of the master vehicle only when the TCC value is greater than the time threshold, and (ii) Control the dynamic state of the master vehicle relative to the vehicle in front of the target only when the TCC value is less than the time threshold.

[0059] 17. A main vehicle, comprising:

[0060] Body;

[0061] A set of wheels connected to the vehicle body;

[0062] A set of torque actuators operable for controlling the dynamic state of the main vehicle; and

[0063] Adaptive cruise control (ACC) system, including:

[0064] Sensor kits connected to the vehicle body; and

[0065] An electronic control unit (ECU) communicates with a sensor suite. The ECU includes a processor and a computer storage medium on which instructions are recorded. The processor's execution of these instructions causes the ECU to perform the following operations:

[0066] Sensing the current lateral position of the target vehicle relative to the host vehicle;

[0067] Sensing the target vehicle's current lateral velocity relative to the lane;

[0068] The target vehicle's predicted lateral position is determined using its current lateral position and current lateral velocity. This predicted lateral position includes the target vehicle's predicted lateral position relative to the lead vehicle and its predicted lateral position relative to the lane. In response to the target vehicle's predicted lateral position being reliable relative to the calibration standard, the lead vehicle being laterally stable in the lane, and the lead vehicle still following the target, the following operations are performed:

[0069] While the primary vehicle is being controlled according to the default Closest Path Based (CIP) ACC strategy, detect when the target vehicle is decelerating at a rate exceeding a corresponding threshold and turning away from the primary vehicle's path; and

[0070] Temporarily disable the default CIP-based ACC strategy, and thereafter control the dynamic state of the master vehicle as if the target vehicle were no longer in the master vehicle's path, thereby causing the master vehicle to switch to positive acceleration.

[0071] 18. The main vehicle according to claim 17, wherein the processor's execution of instructions causes the ECU to perform the following operations: sense the linear distance between the main vehicle and the target; and compare the linear distance with a calibrated distance threshold to determine whether the predicted lateral position of the target is reliable.

[0072] 19. The main vehicle according to Scheme 17, wherein the processor's execution of instructions causes the ECU to perform the following operations: measure the main vehicle's performance parameters by measuring the main vehicle's yaw rate, turn signal on / off state, steering angle, and steering angle rate, and use the performance parameters to determine whether the main vehicle is laterally stable within the lane by comparing the absolute values ​​of the performance parameters with corresponding thresholds.

[0073] 20. The main vehicle according to Scheme 17, wherein the processor's execution of instructions causes the ECU to perform the following operations:

[0074] The contact time (TTC) value is determined to be a duration after which, given the current speeds and positions of the vehicle and the object, the vehicle will contact the object located in front of the target; and

[0075] (i) Control the dynamic state of the master vehicle as if the target were no longer in the path of the master vehicle only when the TCC value is greater than the time threshold, and (ii) Control the dynamic state of the master vehicle relative to the vehicle in front of the target only when the TCC value is less than the time threshold.

[0076] The foregoing features and advantages, as well as other features and advantages, of this teaching will become readily apparent when considered in conjunction with the accompanying drawings, from the following detailed description of some preferred modes and other embodiments for carrying out this teaching as defined in the appended claims. Attached Figure Description

[0077] Figure 1 A representative main vehicle (“main vehicle”) equipped with a control system programmed with control logic according to this disclosure is shown.

[0078] Figure 2 Is with Figure 1 A block diagram of the control system used together by the main vehicle.

[0079] Figure 3 It is a description of Figure 2 The flowchart shows the predictive part (“Algorithm #1”) executed by the control system, which serves as... Figure 1 As part of the adaptive cruise control (ACC) driver assistance maneuver of the primary vehicle, during which the target vehicle (“Target”) rapidly leaves the lane in which the primary vehicle is traveling.

[0080] Figure 4This is a flowchart describing the conditional part (“Algorithm #2”) of the ACC assisted driving operation described herein.

[0081] Figure 5 This is a flowchart describing the execution part of this method (“Algorithm #3”), in which parallel execution... Figure 3 , 4 The algorithm uses #1, #2, and #3 to control the result. Figure 1 The operation of the main vehicle is shown.

[0082] This disclosure may be modified or embodied in alternative forms, and representative embodiments are shown in the accompanying drawings and described in detail below. The inventive aspects of this disclosure are not limited to the disclosed embodiments. Rather, this disclosure is intended to cover alternatives falling within the scope of the disclosure defined by the appended claims. Detailed Implementation

[0083] Referring to the accompanying drawings, where the same reference numerals in several figures correspond to the same or similar components, Figure 1 A following main vehicle (“main vehicle”) 10H and a preceding target vehicle (“target”) 10T are shown, both traveling in lane 12. Lane 12 is defined or demarcated by corresponding left and right boundaries BL and BR. The main vehicle 10H is depicted as a representative bus (“main vehicle”) having a body 14 and wheels 16 that roll in contact with the surface of lane 12. In various implementations, this teaching can also be applied to other wheeled vehicles, including but not limited to motorcycles, trucks, agricultural equipment, sports utility vehicles, recreational vehicles, and other motor vehicles or mobile platforms.

[0084] The main vehicle 10H includes an adaptive cruise control (ACC) system 11, as shown below. Figure 2 A representative embodiment is described. The ACC system 11 may also provide other possible autonomous, semi-autonomous, or other automated driving capabilities. As used herein, the term "automated driving capability" broadly refers to driving-related actions or functions automatically performed by the vehicle 10H without driver request or intervention, and includes actions falling into Levels 1-4 of the National Highway Traffic Safety Administration (NHTSA) classification system, as understood in the art.

[0085] Specifically, the ACC system 11 is configured to control the dynamic state of the lead vehicle 10H in response to the actions of a target vehicle (“target”) 10T ahead. For example, the lead vehicle 10H may be traveling in lane 12 in the direction of arrow FF while following the target 10T, thus allowing the target 10T to lead the lead vehicle 10H, as shown. In this situation, the driver of the target 10T (not shown) may initiate a rapid turn maneuver into the intersecting lane 120, such as the entrance to a parking lot or the merging lane at a stop light / traffic intersection. A representative right turn of the target 10T from a first position A in lane 12 to a second position B in lane 120... Figure 1 The arrow TT is used to indicate this.

[0086] A representative cornering maneuver of Target 10T resulted in Target 10T rapidly decelerating and sharply turning away from the path of Driver 10H. In a typical ACC system, Driver 10H would transition to positive acceleration after a brief delay of approximately 300 milliseconds (ms) to approximately 700 ms. Although this delay is relatively short, the transition may occur later than the command typically issued by the driver of Driver 10H via manual throttle input without automatic intervention. This ACC-based control strategy attempts to shorten this delay by commanding an earlier transition to positive acceleration. As a result, in the context of… Figure 1 During the intense cornering maneuvers of the 10T, the ACC assisted driving response of the main vehicle 10H better met the driver's expectations.

[0087] refer to Figure 2 The aforementioned ACC system 11 may include a sensor suite (“sensors”) 18, a set of torque actuators (“actuators”) 20, and an electronic control unit (ECU) 50. Depending on... Figure 1 The main vehicle 10H has a configuration in which the torque actuator 20 may include, for example, an internal combustion engine (E) 22 and an associated engine control module 22M, an electric traction motor (M E 24 and associated motor control module 24M, and brake actuator (B) 26 and associated brake control module 26M. As understood in the art, each of the corresponding control modules 22M, 24M and 26M may be embodied as one or more printed circuit boards, necessary sensors and communication and control logic (not shown) for ultimately controlling the output torque T of the engine 22, motor 24 and brake actuator 26, respectively. E T M and T B .

[0088] Sensor kit 18 may include, but is not limited to, multiple vehicle sensors S1, S2...S N These are sensors 19, 21, and 23, respectively. Sensor kit 18 is used for scanning, inspection, and evaluation. Figure 1The area in front of (and to the side) the main vehicle 10H. For example, sensors 19, 21, and 23 may include various cameras mounted in suitable forward and / or side-view positions and orientations, such as those mounted on... Figure 1 On the vehicle body 14 shown. Sensors 19, 21, and 23 may also include forward-looking object detection sensors operable for monitoring the surrounding environment, such as radar, lidar, or near-field sensing sensors, cameras and / or video recognition systems, or other sensing systems capable of performing said functions. Furthermore, sensors 19, 21, and 23 may include components for determining the yaw rate of the main vehicle 10H. One or more sensors for the on / off status of the turn signal (not shown) of the main vehicle 10H, and for determining the steering wheel angle (δ) and steering rate. An angle sensor. As described below, these additional values ​​are used as inputs to method 100.

[0089] In a possible embodiment, Figure 2 The sensor kit 18 can detect Figure 1 The sensor suite 18 is configured to detect objects in the field of view of the host vehicle 10H, including target 10T. In addition to detecting the presence of objects and other vehicles, the sensor suite 18 is also configured to objectively or relative to the host vehicle 10H determine the ground speed and acceleration of target 10T. As part of this control strategy, the sensor suite 18 is also operable to sense the linear distance between the host vehicle 10H and target 10T. Along with the speed and / or acceleration of target 10T relative to the host vehicle 10H, Figure 2 The ACC system 11 is able to determine the time gap between the main vehicle 10H and the target 10T as an estimated amount of time between the rear end of the target 10T and the front end of the main vehicle 10H at the assumed current vehicle speed. For each target 10T, the sensor suite 18 can also determine the driving lane 12 associated with the main vehicle 10H, the longitudinal and lateral range and the rate of change of the range (i.e., the rate of change of the longitudinal and lateral range), turning and braking light behavior, and the speed associated with the surrounding traffic and road speeds, to name just a few possibilities.

[0090] Figure 2 The ECU 50 is schematically depicted as having a computer storage medium / memory (M) 52 and one or more processors (P) 54, the former including non-transitory memory or tangible non-transitory storage medium / device (read-only, programmable read-only, solid-state, random access, optical, magnetic, etc.). The memory 52 is capable of storing machine-readable instructions in the form of one or more software or firmware programs or routines, combinational logic circuits, input / output circuits and devices, signal conditioning and buffering circuits, and other components accessible by one or more processors to provide the functions described herein. Computer-readable instructions embodying method 100 and corresponding instructions embodying the following are recorded on the memory 52. Figure 3-5Methods 100A, 100B, and 100C are three parallel algorithms.

[0091] Furthermore, regarding ECU 50, the input / output circuitry and devices include an analog-to-digital converter and related devices for monitoring inputs from sensors, wherein these inputs are monitored at a preset sampling frequency or in response to trigger events. Software, firmware, programs, instructions, control routines, code, algorithms, and similar terms refer to the set of instructions executable by the controller, including calibration and lookup tables. ECU 50 executes control routines to provide the desired functionality. Finally, ECU 50 outputs sensor control signals CC to sensor suite 18. 18 And outputs actuator control signal CC to torque actuator 20. 20 In response, feedback signals can be received, such as... Figure 2 As indicated by the double-headed arrows. In this way, ECU 50 can request sensing operations from various sensors 19, 21…23 and receive information in response, such as radar, lidar, or other data. ECU 50 is therefore configured to control the target 10T in response to aggressive cornering maneuvers as described herein. Figure 1 The dynamic status of the main vehicle 10H.

[0092] Figure 2 The ACC system 11 shown can be integrated into or included in another vehicle electronic module, such as the adaptive cruise control (ACC) module in a possible embodiment, or the ACC system 11 can be part of a larger network or system, such as an autonomous driving system, lane departure warning system, active safety system, traction control system, electronic stability control system, anti-lock braking system, etc. Therefore, when detecting and / or tracking within the field of vision of the driver vehicle 10H... Figure 1 When the target is 10T, Figure 2 The ACC system 11 is not limited to a specific embodiment or arrangement.

[0093] Figure 1 The target 10T shown is the "Closest Path" (CIP) vehicle, whose turning action is observed here by the host vehicle 10H. In adaptive cruise control scenarios where the host vehicle 10H may detect multiple vehicles at a given time, the CIP vehicle used in this paper and in the art is the most recently detected vehicle, typically located directly in front of the host vehicle 10H, i.e., in the same lane 12. (In default mode) Figure 2The ACC system 11 uses information about the target 10T to maintain a preset following distance, which in turn requires the torque actuator 20 to automatically adjust the speed of the master vehicle 10H to closely match the speed of the target 10T. When the CIP vehicle changes its speed or moves out of lane 12, the ACC system 11 typically returns to its previously recorded speed setting, or the ACC system 11 will track a new vehicle (not shown) that enters the field of view of the sensor suite 18.

[0094] In contrast, by using Figure 3-5 Parallel algorithms #1, #2, and #3 enable the ACC system 11 to maneuver under intense cornering conditions at a target of 10T (e.g., Figure 1 (As shown in the parking lot turning maneuver from point A to point B) the acceleration of the main vehicle 10H is selectively increased. In this way, the ACC system 11 can be operated to control the dynamic state of the main vehicle 10H, so that the acceleration of the main vehicle 10H more closely matches the acceleration performance desired by the driver. Now refer to Figure 3 , Figure 4 and Figure 5 And the corresponding methods 100A, 100B and 100C to explain such Figure 1 The example illustrates the application of method 100 for controlling the master vehicle 10H when following a target 10T making a rapid turn.

[0095] refer to Figure 3 Method 100A (Algorithm #1) is... Figure 2 The first part of method 100 is executed by ECU 50. Given the current lateral position and speed of target 10T (also relative to host vehicle 10H), method 100A is used to predict the lateral position of target 10T relative to host vehicle 10H. Furthermore, method 100A calculates... Figure 1 The position of lane 12 relative to the boundaries BL and BR of the main vehicle 10H, and given the current lateral position and speed of target 10T relative to lane 12, the lateral position of target 10T relative to lane 12 is also predicted. Figure 3 The various predictions performed by Algorithm #1 are intended to be simple and deterministic in nature, and the prediction time can be calibrated to allow this teaching to be applied to different applications.

[0096] Starting with the initialization of ECU 50 at box B101(*), method 100A proceeds to box B102("t"). pred "),in Figure 2 ECU 50 uses a lookup table stored in memory 52 to determine the prediction time (t). predFor example, in seconds (s). Box B102 can be performed as a function of the longitudinal speed of the main vehicle 10H, for example, by extracting the predicted time from such a lookup table based on the longitudinal speed. During the operation being performed by the main vehicle 10H, the ECU 50 can determine and track the longitudinal speed of its portion, for example, using sensor kit 18 or other sensors of the main vehicle 10H. Once the predicted time has been determined, method 100A proceeds to box B106, whereby, for clarity, the predicted time is referred to herein as value (a) and is applied in box B106 below.

[0097] Box B103A ("P" LAT，10T_10H ") It is necessary to determine the current lateral position of target 10T relative to the main vehicle 10H, i.e., as value (b). Value (b) can be obtained from..." Figure 2 The sensor suite 18 senses the data, temporarily stores it in memory 52, and provides it as input to block B106 along with the value (a) from block B102. Thereafter, method 100A proceeds to block B106.

[0098] Box B103B(“V LAT，10H The sensor suite 18 is required to sense the current lateral velocity of the target 10T relative to the host vehicle 10H, i.e., value (c). Value (c) is temporarily stored in... Figure 2 The values ​​(a) and (b) from the corresponding blocks B103A and B103B are stored in memory 52 and provided as input to block B106. Thereafter, method 100A proceeds to block B106.

[0099] In box B105A (“P LAT，10T_12 ”), Figure 2 The ECU50 then uses sensor kit 18 again. Figure 2 Various sensors sense the current lateral position of target 10T relative to lane 12, i.e., value (d). Value (d) is temporarily stored in memory 52 and provided as input to block B108. Method 100A then proceeds to block B108.

[0100] In box B105B (“V LAT，12 ”), as Figure 2 The corresponding part of block B105A of ECU50, ECU50 uses Figure 2 The sensor suite 18 senses or otherwise determines the lateral velocity of the target 10T relative to the lane 12, i.e., the value (e). The value (e) is temporarily stored in memory 52 and provided as input to block B108. Method 100A then proceeds to block B108.

[0101] Box B106 ("P") LAT，predThis includes calculating, estimating, or otherwise determining the predicted lateral position of the target 10T relative to the host vehicle 10H. This action can be performed by the ECU 50 of the ACC system 11 as a function of prior values ​​a, b, and c from boxes B102, B103A, and B103B, respectively. That is, the predicted lateral position can be determined as value (f) as follows:

[0102] (f)=b+ac

[0103] Where 'a' is the predicted time from box B102, 'b' is the current lateral position of target 10T relative to host vehicle 10H (box B103A), and 'c' is the current lateral velocity of target 10T relative to host vehicle 10H from box B103B. After determining the predicted lateral position (f) of target 10T relative to host vehicle 10H, method 100A proceeds to box B108.

[0104] Box B108(“P LAT，12 This includes calculating the target 10T relative to... Figure 1 The predicted lateral position of lane 12. This action can be performed as a function of the prior values ​​a, d, and e from boxes B102, B105A, and B105B, respectively. That is, the predicted lateral position of target 10T relative to lane 12 can be determined as value (g) as follows:

[0105] (g)=d+ae

[0106] After determining the predicted lateral position of target 10T relative to lane 12, method 100A advances to box B110.

[0107] Still referencing Figure 3 Box B110 (“CALC BL”) needs to locate the left boundary BL of lane 12. Figure 1 The example left boundary BL is shown. For example, for example lane 12, which is 12 feet (3.7 meters) wide, the left boundary BL could be located at BL = (lane width / 2) or 6 feet to the left of the detection center of lane 12, with the center (or left boundary BL) passing through... Figure 2 The sensor suite 18 senses the lane. Therefore, box B110 may need to use the left boundary BL and the right boundary BR to determine the lane width. Afterward, method 100A proceeds to box B112.

[0108] Box B112 (“CALC BR”) is similar to box B110 and requires locating the right boundary BR of lane 12, for example, BR = -(lane width / 2). Consistent with the unrestricted 12-foot lane example in box B110, BR = -6 feet, where the negative (-) operator indicates that BR is located 6 feet to the right of the center of lane 12. After the positions of the left and right boundaries BL and BR of lane 12 have been located, method 100A ends at box B113 (**).

[0109] Algorithm #2: Now referencing Figure 4 Method 100B is used to determine the predicted lateral position (from...). Figure 3 The reliability of the values ​​f and g) in Method 100A is assessed, i.e., whether they are sufficiently reliable and accurate for a given application. If reliable, ECU 50 uses Method 100B for consideration. Figure 1 The lateral stability of the lead vehicle 10H in lane 12 is considered, as well as whether the lead vehicle 10H is still following the target 10T. Based on the following criteria, method 100B is ultimately used by ECU 50 to determine whether to initiate algorithm #3, i.e. Figure 5 Method 100C. Therefore. Figure 3 Continue to box B113 Figure 4 Box B115(*), where method 100B is initiated.

[0110] After successful initialization, method 100B proceeds from box B115 to box B116 ("P") LAT，pred =CAL?”), where Figure 2 The ECU 50 determines whether the predicted lateral position of the master vehicle 10H is reliable relative to a standard, as described above. For example, the ECU 50 can determine whether the sensed linear distance to the target 10T is less than a calibrated distance threshold. When the distance to the target 10T is less than the calibrated distance threshold, Figure 4 Method 100B proceeds to box B118, and alternatively, method 100B proceeds to box B117.

[0111] Box B117 (“DSBL 100C”) includes the use of existing ACC methods relative to the target 10T control master vehicle 10H and disabling Figure 5 Algorithm #3. As understood, the existing ACC controls the master vehicle 10H relative to the most recently detected vehicle (i.e., the nearest path (CIP) vehicle). Therefore, Figure 2 The ACC system 11 can use information about the target 10T to maintain a preset following distance or gap between the main vehicle 10H and the target 10T, and by controlling... Figure 2 The torque actuator 20 automatically adjusts the speed of the main vehicle 10H. Method 100B then proceeds to box B123.

[0112] Box B118("10H=STBL?") includes the confirmation. Figure 1 Whether the main vehicle 10H is laterally stable within lane 12. In a possible implementation, the lateral stability of the main vehicle 10H within lane 12 is determined by measuring the performance parameters of the main vehicle 10H and using these performance parameters; the main vehicle 10H is considered "laterally stable" within lane 12. For example, ECU 50 can determine whether the following stability condition is true: (i) the measured yaw rate of the main vehicle 10H. The absolute value of the yaw rate is less than the yaw rate threshold, (ii) the left / right turn signal of the main vehicle 10H is not activated, that is, the driver has not given a signal that he is about to turn, (iii) the absolute value of the steering angle (δ) of the main vehicle 10H is less than the predetermined steering angle threshold, and (iv) the steering angular rate of the main vehicle 10H is less than the predetermined steering angle threshold. The absolute value is less than a predetermined steering rate threshold. In this example, the performance parameter includes the measured yaw rate. Turn signal on / off status, steering angle (δ), and steering angular rate The ECU is operable to compare the absolute value of a performance parameter with a corresponding threshold. When the condition is true, method 100B proceeds to block B120, and alternatively, when one or more conditions are not true, it proceeds to block B117.

[0113] In box B120 (“10H→10T?”), Figure 2 ECU50 confirmed Figure 1 Is the master vehicle 10H still following the target 10T? According to aspect of method 100B, if the object identifier of the nearest path (CIP) target has not changed in the last X seconds, the ECU 50 can answer the query affirmatively, where X is a calibrable value, such as 1-3 seconds. When the ECU 50 determines that the master vehicle 10H is still following the target 10T... Figure 1 When following target 10T in lane 12, method 100B moves to box B122.

[0114] In box B122 (“ENBL100C”), Figure 2 ECU50 then activates algorithm #3 and proceeds to box B123(**), where box B123 sends a signal indicating the end of method 100B.

[0115] Algorithm #3: Now referencing Figure 5 As described above, after activating Algorithm #3 in block B122, method 100C is reached from block B123 of method 100B. Generally, Algorithm #3 is configured to apply further criteria to determine whether to follow typical CIP-based control or instead switch to this control scheme, where the latter treats the control environment of the main vehicle 10H as if... Figure 1The target 10T is no longer located in front of the main vehicle 10H.

[0116] Starting from box B125(*), Figure 2 The ECU50 initialization algorithm #3 is then executed and proceeds to box B126.

[0117] Box B126("100C=ENBL?") needs to validate box B122( Figure 4 Whether the execution of method 100C has been successfully enabled, for example by verifying a predetermined bit code value or flag. When method 100C is not enabled, method 100C proceeds to box B145, and alternatively, when method 100C is successfully enabled, it proceeds to box B128.

[0118] In box B128(“CA#1”), Figure 2 The ECU 50 executes the first adaptive cruise control (ACC) action, which temporarily controls the host vehicle 10H based on the actions of the target 10T, i.e., using the default CIP-based control technology understood in the art. That is, while maintaining the speed of the host vehicle 10H and / or the following distance between the host vehicle 10H and the target 10T, Figure 2 The ACC system 11 can continue to monitor the target 10T and take the necessary braking and / or acceleration actions based on the dynamic movements of the target 10T. Method 100C then proceeds to block B130.

[0119] In box B130 (“A LNG TH1 ?”), Figure 2 The ECU 50 shown is next determined Figure 1 Is the longitudinal acceleration of the main vehicle at 10H less than the calibrable entry acceleration threshold, i.e., A? TH1 When the longitudinal acceleration is less than a calibrable entry threshold, method 100C proceeds to block B132, and alternatively, when the longitudinal acceleration of the main vehicle 10H exceeds such a threshold, it proceeds to block B126.

[0120] In box B132 (“COND-1?”), ECU 50 determines whether the first set of conditions is met. The first set of conditions may include (1) whether the lateral position of the target 10T relative to the host vehicle 10H remains within lane boundaries BL and BR (boxes B110 and B112 of method 100B), and (2) whether the predicted lateral position relative to the host vehicle 10H and lane 12 is outside the left lane boundary BL. When conditions (1) and (2) are met, method 100C proceeds to box B136. Alternatively, when the first set of conditions is not met, box B126 is repeated.

[0121] ​Box B134 (“COND-2?”) is similar to box B132 and includes determining whether a second set of conditions is met. The second set of conditions includes (1) the lateral position of target 10T relative to the host vehicle 10H is within lane boundaries BL and BR (boxes B110 and B112 of method 100B), and (2) the predicted lateral position relative to the host vehicle 10H and lane 12 is outside the right lane boundary BR. When conditions (1) and (2) in the second set of conditions are met, method 100C proceeds to box B136. When the second set of conditions is not met, box B126 is repeated.

[0122] Box B136 ("TTC>CAL?") includes determining the contact time (TTC) value as a duration after which, given the current speed and position of the master vehicle 10H and the detected vehicle / object, the master vehicle 10H will contact the vehicle or other object located in front of the target 10T. The TTC value is compared with a calibrated time threshold (e.g., 10s or another speed-dependent value suitable for the application). When the TTC value exceeds the time threshold, method 100C proceeds to box B138, and alternatively, when the TTC value is less than the time threshold, proceeds to box B140.

[0123] In box B138 (“CA#2”), ECU 50 performs a second ACC action. In this second ACC action, which contrasts with the first ACC action in box B128, ECU 50 controls the master vehicle 10H as if no vehicle exists in front of the target 10T. Method 100C then proceeds to box B142.

[0124] In box B140 (“CA#3”), ECU 50 performs a third ACC action. In this third ACC action, which can also be contrasted with the first ACC action in box B128, ECU 50 controls the master vehicle 10H relative to a vehicle located in front of the target 10T. That is, having determined in box B136 that a vehicle exists in front of the target 10T and that the TTC value is sufficiently low relative to the time threshold described above in box B136, ECU 50 performs the third ACC action instead of the second control action in box B138. Method 100C then proceeds to box B142.

[0125] Box B142("P LAT ~BL,BR? ") includes determining the lateral position of target 10T relative to the host vehicle 10H, and the predicted lateral position from method 100B, i.e., the predicted lateral position relative to the host vehicle 10H and lane 12, in Figure 1Within the previously located lane boundaries BL and BR. When both conditions are true, method 100C proceeds to box B126, and alternatively, when one or both conditions are not true, proceeds to box B144.

[0126] Box B144("A LNG >A TH2 The question mark (") is similar to box B130 and includes determining whether the longitudinal acceleration of the main vehicle 10H exceeds another calibrable entry acceleration threshold, namely A. TH2 Threshold A TH2 Therefore, it is used as the exit threshold. If the longitudinal acceleration of the main vehicle 10H exceeds the exit threshold, method 100C returns to box B126. Alternatively, when the longitudinal acceleration is less than the exit threshold, method 100C proceeds to box B136.

[0127] Box B145(**) corresponds to the termination of method 100C.

[0128] Therefore, to implement the method 100 described herein, i.e. Figure 3-5 Methods 100A, 100B, and 100C of corresponding algorithms #1, #2, and #4 can improve the responsiveness and operator satisfaction of vehicles or other mobile platforms equipped with adaptive cruise control (ACC). In terms of responsiveness, the implementation of method 100 reduces reaction time when the target 10T slows down significantly, for example, by approximately 300 milliseconds to approximately 700 milliseconds, as the target 10T slows down when turning out of lane 12. Improved reaction time can be achieved without altering the sensing, perception, or control of the master vehicle 10H. Therefore, the master vehicle 10H can transition to positive acceleration more quickly compared to methods using typical CIP-based vehicles. The final acceleration response of the master vehicle 10H can be improved when the target 10T is turning rapidly, such as entering a parking lot, at a stop light, or when the target 10T leaves lane 12 with lower deceleration or acceleration.

[0129] in this case, Figure 2The ECU 50 switches to control of the master vehicle 10H, temporarily behaving as if the target 10T no longer exists in lane 12 ahead of the master vehicle 10H. This may require temporarily disabling the default CIP-based ACC strategy if the target 10T leaves lane 12 under the aforementioned conditions. Braking and torque commands can begin to rise approximately 500 milliseconds earlier than would otherwise occur without this teaching. By using method 100, the master vehicle 10H has switched to positive acceleration when the target 10T leaves its path. As a result, the dynamic behavior of the master vehicle 10H becomes more consistent with how a driver would typically respond without ACC-based driving automation. These and other benefits will be readily understood by those skilled in the art in light of the foregoing disclosure.

[0130] The detailed description and accompanying drawings or figures are intended to support and describe this teaching, but the scope of this teaching is defined only by the claims. While some best modes and other embodiments for carrying out this teaching have been described in detail, various alternative designs and embodiments exist to practice the teaching as defined in the appended claims.

Claims

1. An adaptive cruise control (ACC) system for a primary vehicle ("primary vehicle") traveling in a lane, comprising: Sensor kit connected to the main vehicle; as well as An electronic control unit (ECU) communicates with a sensor suite. The ECU includes a processor and a computer storage medium on which instructions are recorded. The processor's execution of these instructions causes the ECU to perform the following operations: Sensing the current lateral position of the target vehicle ("target") relative to the host vehicle; Sensing the target's current lateral velocity relative to the lane; The target's predicted lateral position is determined using the target's current lateral position and current lateral velocity. The predicted lateral position includes the target's predicted lateral position relative to the driver vehicle and its predicted lateral position relative to the lane. In response to the target's predicted lateral position being reliable relative to the calibration standard, the driver's performance parameters relative to the driver in the lane being laterally stable, and the driver still following the target, the following actions are performed: While the main vehicle is being controlled according to the default ACC strategy based on the shortest path (CIP), detect when the target is decelerating at a rate exceeding the corresponding threshold and turning away from the main vehicle's path; as well as Temporarily disable the default CIP-based ACC strategy, and thereafter control the dynamic state of the master vehicle via the ACC system as if the target is no longer in the master vehicle's path, thereby causing the master vehicle to switch to positive acceleration.

2. The ACC system of claim 1, wherein the processor's execution of the instructions causes the ECU to perform the following operation: detect when the target is decelerating and turning away from the path of the driver vehicle by sensing the target's current lateral position relative to the lane.

3. The ACC system of claim 1, wherein the processor's execution of the instructions causes the ECU to perform the following operations: determine the predicted lateral position of the target relative to the lane by locating the left and right boundaries of the lane, and determine the width of the lane using the left and right boundaries.

4. The ACC system according to claim 1, wherein the processor's execution of instructions causes the ECU to perform the following operations: Sensing the linear distance between the main vehicle and the target; and The linear distance is compared with a calibrated distance threshold to determine whether the predicted lateral position of the target is reliable.

5. The ACC system according to claim 1, wherein the processor's execution of instructions causes the ECU to perform the following operations: Measure the performance parameters of the main vehicle; and Performance parameters are used to determine whether the vehicle is laterally stable within the lane.

6. The ACC system of claim 1, wherein the processor's execution of the instructions causes the ECU to perform the following operations: measuring the performance parameters of the main vehicle by measuring the yaw rate, the on / off state of the turn signal, the steering angle and the steering angle rate, and using the performance parameters to determine whether the main vehicle is laterally stable within the lane by comparing the absolute value of the performance parameters with the corresponding threshold.

7. The ACC system of claim 1, wherein the processor's execution of the instructions causes the ECU to perform the following operations: detect when the target is decelerating at a rate exceeding the corresponding threshold and turning away from the path of the driver vehicle by comparing the longitudinal acceleration of the driver vehicle with an acceleration threshold, and temporarily disable the default CIP-based ACC strategy when the longitudinal acceleration of the driver vehicle is less than the acceleration threshold.

8. The ACC system of claim 1, wherein the processor's execution of instructions causes the ECU to perform the following operations: The contact time (TTC) value is determined to be a duration after which, given the current speeds and positions of the vehicle and the object, the vehicle will contact the object located in front of the target; and (i) Control the dynamic state of the master vehicle as if the target were no longer in the path of the master vehicle only when the TCC value is greater than the time threshold, and (ii) Control the dynamic state of the master vehicle relative to the vehicle in front of the target only when the TCC value is less than the time threshold.

9. A main vehicle, comprising: Body; A set of wheels connected to the vehicle body; A set of torque actuators operable for controlling the dynamic state of the master vehicle; as well as Adaptive cruise control (ACC) system, including: Sensor kits connected to the vehicle body; and An electronic control unit (ECU) communicates with a sensor suite. The ECU includes a processor and a computer storage medium on which instructions are recorded. The processor's execution of these instructions causes the ECU to perform the following operations: Sensing the current lateral position of the target vehicle relative to the host vehicle; Sensing the target vehicle's current lateral velocity relative to the lane; The predicted lateral position of the target vehicle is determined using its current lateral position and current lateral velocity. This predicted lateral position includes the target vehicle's predicted lateral position relative to the driver vehicle and its predicted lateral position relative to the lane. In response to the target vehicle's predicted lateral position being reliable relative to the calibration standard, the master vehicle being laterally stable in the lane, and the master vehicle still following the target, the following actions are taken: While the primary vehicle is being controlled according to the default Closest Path Based (CIP) ACC strategy, detect when the target vehicle is decelerating at a rate exceeding a corresponding threshold and turning away from the primary vehicle's path; and Temporarily disable the default CIP-based ACC strategy, and thereafter control the dynamic state of the master vehicle as if the target vehicle were no longer in the master vehicle's path, thereby causing the master vehicle to switch to positive acceleration.

10. The main vehicle of claim 9, wherein the processor's execution of the instructions causes the ECU to perform the following operations: measuring the main vehicle's performance parameters by measuring the main vehicle's yaw rate, turn signal on / off state, steering angle, and steering angle rate, and using the performance parameters to determine whether the main vehicle is laterally stable within the lane by comparing the absolute values ​​of the performance parameters with corresponding thresholds.

Images