ADAPTIVE SPEED CONTROL SYSTEM AND METHOD FOR OPERATING THE SAME
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Patents
- Current Assignee / Owner
- GM GLOBAL TECHNOLOGY OPERATIONS LLC
- Filing Date
- 2017-06-02
- Publication Date
- 2026-07-23
AI Technical Summary
Adaptive cruise control systems experience delays in accelerating after a lane change due to the delay in detecting that the target vehicle is no longer obstructing the host vehicle's path, leading to inefficient lane changes.
The system modifies the vehicle's speed command by applying a supplemental acceleration or deceleration profile based on anticipated lane change conditions, using sensor data to predict and adjust the speed command before transmission to the engine control module, mimicking human driving behavior.
Enhances the efficiency and smoothness of lane changes by anticipating and adjusting speed proactively, reducing delays and improving the adaptive cruise control system's effectiveness.
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
TECHNICAL AREA
[0001] The present invention relates generally to speed control systems for vehicles and in particular to an adaptive speed control system that changes the speed of the carrier vehicle in response to the conditions associated with an expected lane change. BACKGROUND
[0002] An adaptive cruise control system—sometimes called an autonomous, active, or intelligent cruise control system—is similar to a conventional cruise control system but uses additional sensors to detect other objects, such as a target vehicle, ahead of and in the same lane as the carrier vehicle. For example, if the driver of a carrier vehicle sets the vehicle's speed to 60 miles per hour (mph) under the control of the adaptive cruise control system, and the carrier vehicle approaches a slower-moving target vehicle in the same lane, the adaptive cruise control system will cause the vehicle to slow down.The adaptive cruise control system uses accelerator and brake controls to first reduce the speed of the carrier vehicle and then control its speed to maintain a specified distance between the carrier vehicle and the target vehicle. This distance (i.e., the gap) can be based on user selection, detected weather conditions, detected road conditions, and other factors. The adaptive cruise control system controls the carrier vehicle's speed to be lower than: 1) the speed necessary to maintain the gap; and 2) the user-defined speed. Certain driving maneuvers, such as lane changes, can affect the vehicle manufacturer's speed calculation.For example, if the driver performs a lane change by turning the steering wheel and altering the position of the vehicle, the vehicle's sensors can detect that the previously tracked target vehicle is no longer obstructing the path of the vehicle. Consequently, the adaptive cruise control system accelerates the vehicle to reach the user's set speed. However, this acceleration is only initiated once the target vehicle is no longer in the path of the vehicle. This delay in initiating the acceleration can lead to an undesirable delay in executing and completing the lane change. SUMMARY
[0003] According to one embodiment, a system and a method for operating an autonomous or semi-autonomous carrier vehicle are provided.The procedure involves receiving data measured by a multitude of sensors, wherein the measurement data relates to one or more target vehicles within the carrier vehicle's field of view; calculating a desired speed command based on a speed selected by the driver and the measured data; detecting the initiation of a lane change by a carrier vehicle from its current lane to a desired adjacent lane; and, in response to the initiation of the lane change, selecting an acceleration profile based on at least one set of operating conditions; calculating a modified speed command by setting the desired speed command according to the selected acceleration profile; and controlling a carrier vehicle's speed based on the modified speed command.
[0004] According to one embodiment, a system and a method for operating an autonomous or semi-autonomous carrier vehicle are provided. The method includes receiving data measured by a plurality of sensors, wherein the measurement data relates to one or more target vehicles in the carrier vehicle's field of view; receiving a desired speed command based on a speed selected by the driver and the measured data; detecting a lane change by a carrier vehicle from its current lane to an adjacent lane based on the activation of a carrier vehicle turn signal; determining a relative speed between the carrier vehicle and a target vehicle in the adjacent lane; and selecting a positive or negative acceleration profile based on the relative speed and a plurality of operating conditions.Calculating a modified speed command by setting the desired speed command according to the selected acceleration profile, and controlling a response of the carrier vehicle based on the modified speed command.
[0005] According to another embodiment, a control system for a vehicle is provided. The system includes a plurality of vehicle sensors configured to measure data relating to one or more target vehicles within the carrier vehicle's field of view, and an adaptive cruise control system configured to receive the measurement data relating to the one or more target vehicles, calculate a desired speed command based on a set speed selected by the driver and the measured data, detect the initiation of a lane change by a carrier vehicle from its current lane to a desired adjacent lane in response to the lane change initiation, and select an acceleration profile based on at least one set of operating conditions.Calculating a modified speed command by setting the desired speed command according to the selected acceleration profile, and controlling the speed of the carrier vehicle based on the modified speed command. DRAWINGS
[0006] Preferred exemplary embodiments are described below in conjunction with the accompanying drawings, wherein identical designations denote identical elements and wherein:
[0007] Fig. 1 is a block diagram representing an embodiment of a communication system capable of using the method disclosed herein;
[0008] Fig. 2 shows a carrier vehicle in relation to three target vehicles; and
[0009] Fig. 3 is a block diagram showing an exemplary embodiment of the method described herein. DESCRIPTION
[0010] The system and method described below are directed toward an adaptive cruise control system configured to implement a method that modifies the vehicle's speed in response to conditions associated with an anticipated lane change. In one embodiment, the method implements this modification by setting a desired speed requirement before transmitting the request to an engine control module. The desired speed requirement can be calculated according to conventional adaptive cruise control methods based on various input parameters. The disclosed method detects the anticipated lane change based on the activation of a turn signal initiated by the driver and then determines whether one or more sets of operating conditions are met.Depending on the conditions met, the vehicle speed request is modified according to one of several condition profiles, each profile relating to a supplemental boost, torque, or acceleration request that raises or lowers the vehicle speed request to facilitate and perform the lane change efficiently. This supplemental speed request sets the vehicle's speed above what is typical for the normal operation of the adaptive cruise control system, mimicking the anticipatory actions of a human driver during a lane change and thus increasing the effectiveness of the adaptive cruise control system. System –
[0011] With reference to Fig. 1 is an exemplary embodiment of a carrier vehicle 10 with a communication system 12shown. The carrier vehicle 10 The embodiment shown is depicted as a passenger car; however, it should be noted that any other vehicle, including motorcycles, trucks, SUVs, recreational vehicles (RVs), semi-trailer trucks, etc., can also be used. The communication system 12 includes an adaptive cruise control system (ACC) powered by an intelligent autonomous control module (IAC) 14 and any number of different hardware components and other devices, including an engine control module 16 and various types of sensors 18 , is implemented. For example, the system and method disclosed herein can be used with various types of autonomous and / or semi-autonomous drive systems and can be used with any control modules or units within the carrier vehicle. 10include autonomous, semi-autonomous and / or other automated driving actions in response to control signals from the system 12 can perform. “Automated driving,” as used herein, broadly describes any driver-related action or function that can be performed by the carrier vehicle. 10 is automatically recorded without driver request and includes measures that fall into levels 1–4 of the National Highway Traffic Safety Assessment (NHTSA) classification system.
[0012] The sensors 18 They can include, without restriction, vehicle-mounted sensors used for scanning, examining, evaluating, etc., an area in front of and beside the side of the carrier vehicle. 10 can be used. According to the non-restrictive example in Fig. 1 include the vehicle-mounted sensors 18Various types of cameras are available and can be mounted in any suitable forward and / or sideways position and orientation. The sensors 18 They also include advanced object detection sensors for monitoring the environment. These sensors include, without limitation, radar systems, lidar systems, near-field detection systems, camera and video detection systems, or any other type of sensor system capable of performing the described functions. Accordingly, the sensors can 18 a multitude of subcomponents are included, which are used to perform the described functions throughout the entire vehicle 10 are distributed.
[0013] In one embodiment, the sensors detect 18 Objects in the field of vision of the carrier vehicle 10 , like the ones in Fig. 2 arrangement shown, wherein three target vehicles T are within the field of vision of the carrier vehicle A , T B and T CA person skilled in the art understands that the number of vehicles shown in the example is illustrative and provided only for the sake of clarity. However, the system disclosed herein is capable of monitoring any number of vehicles or other objects within the field of view of the carrier vehicle.
[0014] In addition to detecting the presence of objects and other vehicles, sensors can 18 also the speed and / or acceleration of the target vehicles T A , T B , and T C determine, either objectively or in relation to the carrier vehicle 10 , and they can determine the distance between the carrier vehicle 10 and the target vehicles T A , T B and T C determine. Together with the speed and / or acceleration of the target vehicles T A , T B and T C in relation to the carrier vehicle10 Can the system then determine a time interval between the vehicle? 10 and the target vehicles T A , T B and T C determine the time interval, which is the estimated amount of time between the rear of the vehicle in front of the carrier vehicle. 10 moving object and the front of the carrier vehicle 10 Assuming constant speeds, a time interval of five seconds indicates that a specific point on the path, passed by the moving object, is reached five seconds after the rear of the object has passed that point from the front of the carrier vehicle. 10 is achieved. The sensors can be configured for each target vehicle. 18 also the lane in relation to the carrier vehicle 10determine as well as the lateral ranges and range areas (i.e. the area in which the forward range and lateral range change), the turning and braking light behavior, as well as the speed in relation to surrounding traffic and the driving speed, to name just a few possibilities.
[0015] In certain embodiments, the sensors 18 They are part of a module and can perform both the detection and the calculation internally, whereas other information and data are sent to other components of the carrier vehicle. 10 including the IAC module 14 can be passed on. In such embodiments, the IAC 14 or other components independently or redundantly determine operations to determine the time interval and other aspects of the range information. Additional sensors can be used to measure the area around the carrier vehicle. 10to be evaluated further, including lateral and rear areas. Other known sensors and sensor technologies can be used additionally or instead of those described above, as the present system and method are not limited to a specific sensor type.
[0016] The IAC module 14 can be equipped with sensors 18 , ECM 16 and / or all other components, devices, modules, systems, etc. on the carrier vehicle 10 (e.g., a brake control module) and can be used to execute some, most, or even all of the electronic instructions or steps that contribute to implementing the procedure described herein. The IAC module 14It can be any type of device capable of processing electronic commands; it can contain one or more processing units, including microprocessors, microcontrollers, host processors, controllers, vehicle communication processors, and application-specific integrated circuits (ASICs), to name just a few. The IAC module 14 It can execute a variety of different types of digitally stored instructions, such as software or firmware programs stored in a memory unit, thereby controlling various vehicle functions. Furthermore, the IAC module can 14Depending on the specific embodiment, it can be a standalone electronic control unit (e.g., a pre-packaged sensor controller containing both sensors and the control unit in a single package, an object detection controller, a safety controller, etc.), it can be integrated into or built into another vehicle electronics module (e.g., an automated driving control module, an active safety control module, a brake control module, a steering control module, an engine control module, etc.), or it can be part of a larger network or system (e.g., an automated driving system, a lane departure warning system, an active safety system, a traction control system [TCS], an electronic stability control system [ESC], an anti-lock braking system [ABS], etc.), to name just a few possibilities. Therefore, the IAC module 14not limited to a specific embodiment or arrangement and can be used by the present method to detect and / or track target vehicles in the field of vision of the carrier vehicle.
[0017] In one embodiment, the IAC module detects or collects 14 from sensors 18 Measured data for each target vehicle T A , T B and T C and stores this data in one or more databases. Data and information from other sensors and devices installed in the vehicle can also be used. Each database maintains a buffer of data collected over a predetermined period (e.g., 300 seconds) as long as the target vehicle(s) remain within the carrier vehicle's field of view. The database, or a portion thereof, can be implemented or maintained in the form of an electronic data structure, as is common in the field.
[0018] The IAC module 14 and the ECM 16 The components, which in one implementation constitute a powertrain control module, work together to control the vehicle's powertrain. In one embodiment, the vehicle's powertrain includes an internal combustion engine that develops torque to drive the powertrain in response to a request from the ECM. 16to drive the engine. The amount of torque delivered to the engine is determined by one or more actuators that control at least fuel, ignition, residual exhaust or exhaust gas recirculation (EGR), a number of cylinder ignitions, and airflow. It should be recognized that the engine can be a diesel or any other suitable type of engine; however, the fuel quantity, injection timing, residual exhaust or EGR, and turbo boost can be adjusted to control the amount of torque. For example, exhaust gas recirculation and boost can indirectly control airflow by displacing air with exhaust gas in a cylinder charge. The powertrain can also include an electric motor that delivers torque according to a torque command. The electric motor's torque can be combined with the engine's torque to provide power to the powertrain, as in a hybrid vehicle.In another embodiment, the present method is used in connection with an electric vehicle that has no engine at all. Thus, the application of the method and system described herein is potentially available for conventional vehicles with an engine, hybrid vehicles, and electric vehicles.
[0019] Traditionally, an adaptive cruise control system also includes a calibration file, which is a setup file that is sent to the active vehicle control modules, such as the ECM. 16and other commands sent to, for example, a steering control module and a brake control module. These commands control the adaptive cruise control system and include a desired speed request determined based on input parameters such as the speed of the carrier vehicle, the speed of the target vehicle, the target vehicle's range and range, weather and road conditions, etc. Depending on the input parameters, the desired speed request can be configured to... 10 to accelerate or decelerate. The desired speed request can also be configured to reflect the current speed of the carrier vehicle. 10to maintain. A person skilled in this field further recognizes that the desired speed requirement can take many forms and be described in different ways. For example, the desired speed requirement can be in the form of a torque requirement (positive or negative) or in the form of an acceleration requirement (positive or negative). Procedure -
[0020] Fig. 3 illustrates a procedure 100 for controlling an adaptive cruise control system using the above with reference to Fig. 1 system described. It should be noted that operations of the procedure 100 The procedures do not necessarily have to be presented in a specific order, and it is possible and intended to perform some or all of the operations in a different order. 100 begins at 102, by measuring and recording data from the multitude of vehicle sensors 18 The sensors 18 capture data relating to any target vehicles within the carrier vehicle's field of view 10 The sensors are located. 18 They are configured to detect a range of parameters, including the lane of each target vehicle relative to the carrier vehicle, the longitudinal and lateral ranges and ranges between the carrier vehicle and each target vehicle, the frequency of turn and brake lights for each target vehicle, and the speed and / or acceleration of each target vehicle relative to surrounding traffic and the vehicle's speed. Other vehicle data (e.g., speed and acceleration, etc.) can also be collected.
[0021] At step 104A desired vehicle speed command (e.g., a desired speed request) is determined based on the received data, various control parameters assigned to the adaptive cruise control system, and a target vehicle speed selected by the driver. The desired vehicle speed command reflects the required vehicle speed to reach and / or maintain the target vehicle speed selected by the driver. If the target vehicle speed selected by the driver is exceeded due to, for example, a slower-moving target vehicle ahead of and in the same lane as the carrier vehicle, the vehicle speed command will be adjusted accordingly. 10When the vehicle is moving, the desired vehicle speed command reflects the maximum available speed of the carrier vehicle, taking into account various control parameter settings, such as the time interval described above. A person skilled in this field recognizes that the desired vehicle speed command can vary depending on the vehicle's propulsion system. For example, the desired vehicle speed command can be, without limitation, a torque request or an acceleration request, and can be a positive or negative value to reflect an increase or decrease in the desired vehicle speed, respectively. The adaptive cruise control system continuously updates the desired vehicle speed command to reflect changes in the environment surrounding the carrier vehicle. 10to be taken into account. In some embodiments, the desired vehicle speed command is updated at each execution cycle, which in a non-limiting example may be 40 ms. In a conventional adaptive cruise control system, the desired vehicle speed command is sent to the ECM. However, under certain conditions, the method disclosed herein modifies or stores the desired vehicle speed command before transmitting it to the ECM. 16 In one embodiment, the desired vehicle speed command can be adapted or modified by appending other data to the command.
[0022] At step 106The method determines whether a turn signal indicator has been activated. The turn signal indicator can be initiated by the driver using a rotary switch or button on the vehicle's steering column, or by engaging a conventional stalk extending from the steering column; however, other methods of initiation are also considered and are within the scope of this disclosure. The turn signal indicator signals a driver's intention to change lanes by moving into an adjacent left or right lane. In another embodiment, the method can detect a driver's intention not to change lanes by activating a turn signal, but rather by a lateral movement of the vehicle toward one of the adjacent lanes (e.g., consistent or monotonous lateral movement).
[0023] In one embodiment, the method determines, upon receipt of the turn signal indicator, in step 106 , at step 108 , whether the carrier vehicle 10 performs a lane change to a faster or slower lane based on the direction of the activated turn signal. For example, based on a typical traffic flow, a left turn signal might indicate a lane change to a faster lane, while a right turn signal might indicate a lane change to a slower lane. In other embodiments, no assumption is made regarding a faster or slower lane based on the turn signal direction, and instead, the method relies on the observed characteristics of that lane (e.g., the average vehicle speed in the lane over a certain period). Thus, the method can perform the step 108 to use or not.
[0024] Starting from either step 106 or step 108 determines the procedure at step 110 , whether a slower-moving vehicle (i.e., in relation to the current speed of the carrier vehicle) 10 ) within a threshold distance from the carrier vehicle 10 in the desired adjacent lane. The desired adjacent lane is determined by the direction of the activated turn signal (i.e., left or right) and the relative speed between the carrier vehicle and the vehicle in question. 10 and a potential target vehicle is identified using known methods using carrier vehicle sensors 18 The direction of the activated turn signal can be confirmed by an initial lateral movement of the carrier vehicle. 10 is checked in the same direction.
[0025] If no vehicle is present in the desired adjacent lane, or if a target vehicle in the desired adjacent lane is not slower than the carrier vehicle 10 drives or is far enough in front of the carrier vehicle 10 drives, then the procedure at step 112 , whether all conditions associated with a positive acceleration profile are met. The positive acceleration profile includes conditions based on various vehicle parameters. In a non-restrictive example, the set of conditions for the positive acceleration profile includes the following: 1) the turn signal indicator remains activated; 2) the carrier vehicle 10 follows a target vehicle T A that travels in the same lane as the carrier vehicle 10 and the speed of the target vehicle T Ais lower than the target vehicle speed selected by the driver; 3) the speed of the carrier vehicle is higher than a minimum carrier vehicle speed threshold, which in a non-restrictive example may be approximately 50 mph; 4) there is no fixed lane marking adjacent to the carrier vehicle 10 in the direction of the desired adjacent lane (which indicates a no-overtaking zone); and 5) the target vehicle T A that is on the same lane as the carrier vehicle 10The procedure assumes that the vehicle in question is traveling in the same direction as the desired adjacent lane, has no turn signal (e.g., indicator) activated in the same direction as the desired adjacent lane, or if an active turn signal is present in the same direction, the duration for which the turn signal was active is greater than a turn signal threshold of the target vehicle. If a turn signal is active for a longer period, the procedure assumes that the turn signal on the target vehicle T has been activated. A was activated incorrectly or that the driver of the target vehicle T A has forgotten that the turn signal indicator is active. In both scenarios, the procedure assumes that the target vehicle T EIN not intended to simultaneously occupy the lane with the carrier vehicle 10 to change. Activating the direction indicator on a destination vehicle T EIN , under other environmental conditions and parameters, can be determined by the carrier vehicle sensors using known methods.18 and associated vehicle control modules. While the time span can vary, in a non-restrictive example the turn signal threshold can be between 10 and 15 seconds.
[0026] If at step 112 If all conditions associated with the positive acceleration profile are not met, then at step 114 The vehicle speed request is modified in response to an expected lane change, and the desired vehicle speed command is sent to the ECM. 16 sent.
[0027] If at step 112 If all conditions associated with the positive acceleration profile are met, the procedure is applied at step 116An additional speed request is made according to the positive acceleration profile. In one embodiment, the additional speed request is positive with respect to the positive acceleration profile and increases the desired speed command before transmission to the ECM. 16 Increasing the desired speed command will increase the speed of the carrier vehicle. 10 The speed is increased to mimic the actions of a human driver during a lane change. In other words, the additional speed request sets the desired vehicle speed command to form a modified target speed command, which is then sent to the ECM. 16is transmitted. Therefore, in one embodiment, the modified target speed command equals the desired vehicle speed command plus the supplementary speed request. As those skilled in the art understand, the degree to which the desired speed command is modified by the supplementary speed request varies depending on the specifications of the carrier vehicle and the input conditions. In a non-limiting example, the supplementary speed request is based on the current speed of the carrier vehicle. 10 and / or the acceleration, distance, and speed of the nearest target vehicle traveling in the desired adjacent lane. For example, if a target vehicle (e.g., T B or T C ) in the desired adjacent lane, which is located approximately 40 m from the carrier vehicle 10is far away, but the relative speed between this target vehicle T B or T C and the carrier vehicle 10 If the velocity is approximately 0 m / s, then the acceleration requested in the additional requirement could be relatively low (e.g., around 0.5 m / s²). 2 However, if the target vehicle T B or T C at a distance of approximately 40 m from the carrier vehicle 10 is located a short distance away, but the target vehicle T B or T C It drives faster by increasing the relative speed between this target vehicle T B or T C and the carrier vehicle 10 If the acceleration is approximately 2 m / s, the acceleration requested in the additional requirement can be higher (e.g., by 1–1.5 m / s). 2 Similar provisions are made if the target vehicle is T B or T C from behind the carrier vehicle 10The supplementary requests remain active for the entire duration of the lane change by the driver, but are hidden when the carrier vehicle approaches. 10 The additional speed request approaches the target vehicle speed selected by the driver or the speed of a new target vehicle. As with the desired speed request, the additional speed request is continuously updated to reflect changes in the environment of the carrier vehicle. 10 and in some cases to reflect with each execution cycle of the adaptive speed control processor.
[0028] At step 118 The procedure monitors for conditions that trigger a cancellation of the additional speed requirement that was set at step 116are assigned to the implemented positive acceleration profile. In one embodiment, these conditions include: 1) any of the conditions for the positive acceleration profile at step 112 will be “false”; 2) the time interval between the carrier vehicle and the target vehicle falls below a minimum threshold (e.g., 0.5 seconds ahead); 3) the target vehicle brakes abruptly (e.g., a significant drop in relative acceleration, violating a collision threshold); and 4) the turn signal is active for a time interval greater than a turn signal from a carrier vehicle. If the turn signal in the carrier vehicle is active for a longer period, the procedure assumes that the turn signal was activated incorrectly or that the driver of the carrier vehicle 10has forgotten that the turn signal indicator is active. While the time span can vary, in a non-restrictive example, the turn signal threshold of a carrier vehicle can be between 10 and 15 seconds. If any of the above conditions are 'true', the additional speed requirement with respect to the positive acceleration profile at step 10 will be applied. 120 lifted.
[0029] Furthermore, if one of the conditions for canceling the positive acceleration profile at step 118 is fulfilled and before progressing to step 120 , determines the procedure whether conditions associated with a transition acceleration profile are present at step 122 are fulfilled. In one embodiment, the method determines whether the cancellation at step 118This occurs in response to one of the following: 1) the turn signal indicator is deactivated; or 2) the turn signal indicator is active for a duration greater than the turn signal threshold of a carrier vehicle. If either of these conditions is "true", the procedure determines whether the lane change by the carrier vehicle is permitted. 10 at step 124 is still in progress. This determination can be carried out by any method known to the person skilled in the art, but in one embodiment it can be determined by monitoring the distance to a road marking, which would decrease at a consistent or monotonic rate.
[0030] If the procedure at step 124 If the system determines that the lane change is no longer in progress, the additional speed requirement regarding the positive acceleration profile is lifted. However, if the lane change is still in progress, the procedure applies at step 126a transition acceleration profile in which the additional speed requirement is maintained according to the positive acceleration profile.
[0031] At step 128 The process monitors for conditions that trigger a cancellation of the transition acceleration profile. In one embodiment, these conditions include: 1) the lane change is complete; 2) the carrier vehicle 10 begins to follow a new target vehicle; 3) the time interval between the carrier vehicle and the target vehicle falls below a minimum threshold (e.g. 0.5 seconds ahead); or 4) the target vehicle brakes abruptly (e.g. a significant drop in relative acceleration that violates a collision threshold).
[0032] If one of the conditions for the cancellation of the transition acceleration profile at step 126If this is fulfilled, the additional speed requirement relating to the transition acceleration profile will be applied at step 130 lifted.
[0033] Referring back to one of the steps 106 or 108 , if the procedure determines that a target vehicle in the desired adjacent lane is slower than the carrier vehicle 10 drives, applies the procedure at step 132 This involves an additional speed request according to a negative acceleration profile. In one embodiment, the additional speed request with respect to the negative acceleration profile is negative and reduces the desired speed command before transmission to the ECM. 16 By reducing the desired speed command, the speed of the carrier vehicle is increased. 10reduced to mimic the actions of a human driver during a lane change to a slower lane. As the expert in the field understands, the degree to which the desired speed command is modified by the additional speed request varies depending on the specifications of the carrier vehicle and the input conditions.
[0034] At step 134 The process monitors for conditions that trigger a cancellation of the requirement that was set at step 126 are assigned to the implemented positive acceleration profile. In one embodiment, these conditions include: 1) a speed difference (ΔV) between the carrier vehicle 10 and a target vehicle in the desired adjacent lane will be positive; or 2) the carrier vehicle 10begins following a new target vehicle, or the desired adjacent lane becomes open and free of other target vehicles.
[0035] It should be noted that the foregoing description does not constitute a definition of the invention, but rather a description of one or more preferred exemplary embodiments of the invention. The invention is not limited to the specific embodiments disclosed herein, but is instead defined exclusively by the subsequent claims. Furthermore, the statements made in the foregoing description refer to specific embodiments and are not to be understood as limitations on the scope of the invention or the definition of the terms used in the claims, except where a term or expression has been expressly defined above. Various other embodiments and various changes and modifications to the disclosed embodiment(s) are obvious to those skilled in the art.The specific combination and sequence of steps, for example, represents only one possibility, since the present method may involve a combination of steps, which may differ in number or include more or fewer steps than those shown here. All such other embodiments, changes, and modifications should be understood within the scope of the appended claims.
[0036] As used in this specification and the patent claims, the terms "for example," "e.g.," "such as," "as," and "equal / similar," as well as the verbs "comprise," "have," "include," and their other verb forms, when used in conjunction with a list of one or more components or other elements, are each to be interpreted as open-ended, meaning that the list may not be considered an exception to other, additional components or elements. Other terms are to be interpreted in their broadest reasonable sense unless used in a context that requires a different interpretation.
Claims
[1] Method for operating an autonomous or semi-autonomous carrier vehicle, the method comprising the following steps: the acquisition of data measured by a multitude of sensors, wherein the measured data relates to one or more target vehicles within the field of view of the carrier vehicle; Calculating a desired speed command based on a set speed selected by the driver and the measured data; Detecting the initiation of a lane change by the carrier vehicle from its current lane to a desired adjacent lane; in response to the initiation of the lane change, selecting an acceleration profile based on at least one set of operating conditions; Calculating a modified speed command by setting the desired speed command according to the selected acceleration profile; and Controlling the speed of the carrier vehicle based on the modified speed command. [2] Method according to claim 1, wherein the detection of the start of the lane change is based on a flashing signal activation of the carrier vehicle. [3] Method according to claim 1, wherein the selection of the acceleration profile involves determining whether a target vehicle is present in the desired adjacent lane and whether the speed of the target vehicle is lower than a current speed of the carrier vehicle and is within a threshold distance from the carrier vehicle, wherein the desired adjacent lane is determined by a direction of the activated turn signal of the carrier vehicle. [4] Method according to claim 1, wherein the selection of the acceleration profile includes determining whether the desired adjacent lane is a faster lane or a slower lane compared to the current speed of the carrier vehicle. [5] Method according to claim 1, wherein the acceleration profile comprises a positive acceleration profile, a transition acceleration profile or a negative acceleration, wherein the positive acceleration profile and the transition acceleration profile include a positive additional speed request that adjusts the desired speed command to increase the vehicle speed of the carrier vehicle, and the negative includes a negative additional speed request that adjusts the desired speed command to decrease the vehicle speed of the carrier vehicle. [6] Method according to claim 1, wherein the selection of the acceleration profile includes determining whether a first set of operating conditions with respect to a positive acceleration profile is met. [7] Method according to claim 6, further comprising monitoring conditions that trigger a cancellation of the positive acceleration profile. [8] Method according to claim 7, further comprising determining whether a third set of operating conditions relating to a transition acceleration profile is satisfied in response to the cancellation of the positive acceleration profile, wherein the third set of operating conditions includes whether the lane change of the carrier vehicle occurs in response to either the turn signal indicator being deactivated or being active for a duration greater than the turn signal threshold of the carrier vehicle. [9] Method according to claim 1, wherein the selection of the acceleration profile includes determining whether a second set of operating conditions relating to a negative profile is met, wherein the second set of operating conditions includes a target vehicle located in the desired adjacent lane, and wherein the speed of the target vehicle in the desired adjacent lane is lower than an actual speed of the carrier vehicle and is within a threshold distance from the carrier vehicle. [10] System for controlling a vehicle, the system comprising the following: a multitude of vehicle sensors configured to measure data relating to one or more target vehicles within the carrier vehicle's field of view; and an adaptive cruise control system configured for: Receiving data measured with reference to one or more target vehicles; calculating a desired speed command based on a set speed selected by the driver and the measured data; the detection of the initiation of a lane change by the carrier vehicle to a desired adjacent lane; in response to initiating the lane change, selecting an acceleration profile based on at least one set of operating conditions; calculating a modified speed command by setting the desired speed command according to the selected acceleration profile; and controlling the speed of the carrier vehicle based on the modified speed command.