SYSTEM, METHOD AND CONTROL UNIT FOR GRAPHEN-BASED PATH PLANNING FOR A HOST VEHICLE

Abstract

A procedure for route planning for a host vehicle, including: Receiving a host vehicle course H HV , a host vehicle speed S HV , of a host vehicle location L HV , from environmental information E and a respective obstacle course H VO , an obstacle velocity Svo and an obstacle location Lvo for each obstacle within a predetermined radius around the host vehicle; Calculating one or more projected host vehicle locations L i using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G), where f k1 a first kinematic function for generating one or more projected host vehicle locations L i is, i is a step number, H DEV and S DEV Permissible deviations for the host vehicle direction H HVor the host vehicle speed S HV are, T H a hypothesis time step and G is a goal; Calculating a respective projected obstacle position O i for each obstacle using O i = f k2 (i, Lvo, Hvo, Svo, T H , E), where f k2 a second kinematic function to generate the respective projected obstacle position O i for every obstacle; Determining a respective collision potential between each projected host vehicle location L i and each projected obstacle location O i , where each collision potential corresponds to a respective projected host vehicle location L i is connected; and until a predetermined maximum number of steps i max is reached, and while at least one projected host vehicle location L i a qualified projected host vehicle location L iis, which is a projected host vehicle location L i is defined where each of its associated collision potentials is below a collision threshold, repeat the steps: Incrementing step number i; Repeat the calculation step for each qualified projected host vehicle location L i , to add one or more additional planned host vehicle locations L i to generate, whereby the respective qualified projected host vehicle location for L HV is used Repeat the calculation step to add an additional projected obstacle location O i to generate for each respective obstacle, using the current projected obstacle location for Lvo for each respective obstacle, and Repeat the determination step between each additional projected host vehicle position L iand each additional projected obstacle position O i , furthermore comprehensively, as part of the calculation step: Adjusting the host vehicle speed S HV up to S DEV at each of the one or more projected host vehicle positions according to one or more predefined speed profiles.

Description

INTRODUCTION

[0001] This disclosure relates generally to graph-based path planning for host vehicles and in particular to systems, methods and control units for graph-based path planning for host vehicles.

[0002] Autonomous and semi-autonomous vehicles (e.g., drones, robots, and self-driving cars) can be guided along paths or trajectories using various methods. One such method is known as graph-based path planning. This method determines the vehicle's current and possible future positions for a short timeframe, such as the next 0.5 to 5 seconds. The method employs an approach similar to plotting positions on a graph or grid, with the environment—such as roads, lanes, airspace, other vehicles, or obstacles—also represented on the graph or grid. This approach can be performed by on-board systems or control units, or by off-board systems to which the vehicle has wireless or other remote access, and the determination of possible future positions for the vehicle can be used to assist with vehicle guidance.

[0003] However, the conventional graph-based approach can identify far more potential future vehicle locations than are needed. Since determining these potential locations is computationally intensive and the calculations must be continuously and rapidly updated for each upcoming timeframe, it would be desirable to provide a graph-based approach that intelligently minimizes the number of calculated potential future vehicle locations while maintaining a high level of reliability and confidence.

[0004] DE 11 2017 007 661 T5 discloses a method in which several candidate estimation paths for a vehicle to reach an intermediate goal while avoiding a moving object present at the time of estimation, depending on cost information from lanes, are generated and an estimation path selected from the candidate estimation paths is determined as the path of the vehicle for each estimation time.

[0005] DE 10 2008 062 916 A1 discloses a method for determining the probability of a collision between a vehicle and a living being, in which the spatio-temporal behavior of the living being is described with a behavioral model and the spatio-temporal behavior of the vehicle is described with a kinematic model, trajectories are calculated from the current positions of the vehicle and the living being, these are evaluated as pairs of trajectories until a collision occurs or does not occur, the number of pairs of trajectories indicating a collision is determined, and the probability of a collision is determined from this as the ratio of the pairs of trajectories indicating a collision to the total number of calculated pairs of trajectories.

[0006] DE 10 2017 114 876 A1 discloses a method for collision avoidance between an ego vehicle and another road user, in which future trajectories for the ego vehicle and the other road user are predicted, at least two probability of presence areas for different time intervals are determined along the predicted trajectories, these probability of presence areas for the same time intervals are compared with each other, and if an overlap of probability of presence areas with the same time interval is detected, staggered escalation measures are triggered. DESCRIPTION

[0007] The object of the invention is to make possible future vehicle locations more easily determinable. This object is achieved by the subject matter according to claims 1 and 6. Further developments are described in the dependent claims.

[0008] According to one embodiment, a method for path planning for a host vehicle comprises: (i) receiving a host vehicle course H HV , a host vehicle speed S HV , of a host vehicle location L HV , from environmental information E and a respective obstacle course Hvo, an obstacle velocity Svo and an obstacle location Lvo for each obstacle within a predetermined radius around the host vehicle (ii) Calculating one or more projected host vehicle locations Li using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G), where f k1 a first kinematic function for generating one or more projected host vehicle locations L i is, i is a step number, H DEV and S DEV Permissible deviations for the host vehicle course H HVor the host vehicle speed S HV are, T H (iii) a hypothesis time step and G is a target; (iii) computation of a respective projected obstacle location O i for each obstacle using O i = f k2 (i, L VO , H VO , S VO , T H , E), where f k2 a second kinematic function for generating the respective projected obstacle location O i for each obstacle; (iv) Determining a respective collision potential between each projected host vehicle location L i and each projected obstacle location O i , where each collision potential corresponds to a respective projected host vehicle location L i is connected; and (v) repeat the following steps until a predetermined maximum number of steps i max is reached, and while at least one projected host vehicle location L ia qualified projected host vehicle location L i is, which is considered a projected host vehicle location L i is defined where each of its associated collision potentials is below a collision threshold: (a) Incrementing the step number i; (b) Repeating the calculation step for each respective qualified projected host vehicle location L i , to add one or more additional projected host vehicle locations L i to generate, where the respective qualified projected host vehicle location for L HV (c) Repeating the calculation step to calculate an additional projected obstacle location O i to generate for each respective obstacle, using the current projected obstacle location for Lvo for each respective obstacle, and (d) repeating the determination step between each additional projected host vehicle location L iand each additional projected obstacle location O i .

[0009] The procedure can also include the step of ignoring duplicate planned host-vehicle locations L i The procedure may include, or alternatively includes, the step of selecting an optimal sequence from the host vehicle location Lur through one or more of the qualified projected host vehicle locations based on minimizing the overall collision potential using a Dijkstra algorithm. Additionally or alternatively, the procedure may also (as part of the calculation step) include the step of setting the host vehicle speed S. HV up to S DEVat each of the one or more projected host vehicle locations according to one or more predetermined speed profiles (where each of the predetermined speed profiles can be one or more from an acceleration profile, a deceleration profile, a constant speed profile, a coasting profile, a regenerative braking profile, an emergency acceleration profile and an emergency stop profile).

[0010] The collision potential can be expressed by CP = 1 - {1 / [1 + e^ -(d - D SAFE / 2)]} are defined, where CP is the collision potential, d is a corresponding distance between each projected location of the host vehicle L i and each projected obstacle location O i is and D SAFEa corresponding predetermined safe threshold distance. At least one correction factor relating to the environmental information E can be applied to the respective predetermined safe threshold distance D. SAFE be applied.

[0011] In this procedure, the respective obstacle speed Svo and obstacle course Hvo can be maintained for each obstacle for all steps, and the specified radius can be a predefined range of zones around the host vehicle. Additionally, each obstacle can be a neighboring vehicle or object. The environmental information E can include one or more of the following: number and arrangement of lanes and shoulders; traffic flow direction for each lane and shoulder; road surface type for each lane and shoulder; location, message / command, and area of ​​effect of traffic signs / signals; speed limits; local weather conditions; and proximity, speed, and direction of each obstacle.Furthermore, objective G may include one or more of the following elements: proceeding straight ahead, turning left, turning right, accelerating, decelerating, maintaining a current speed, maintaining a vehicle speed at or above a safe minimum speed, maintaining a vehicle speed at or below a safe maximum speed, maintaining a minimum following distance or more behind another vehicle, merging into an adjacent lane, overtaking another vehicle, moving into an overtaking lane if not overtaking, moving onto one or both hard shoulders, stopping at a specific location, and avoiding obstacles.

[0012] According to another embodiment, a graph-based path planning method for a host vehicle comprises: (i) receiving a host vehicle course H HV , a host vehicle speed S HV , of a host vehicle location L HV, from environmental information E and a respective obstacle course H VO , an obstacle velocity Svo and an obstacle location Lvo for each obstacle within a predetermined radius around the host vehicle (ii) Calculating one or more projected host vehicle locations L i using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G), where f k1 a first kinematic function for generating one or more projected host vehicle locations L i is, i is a step number, H DEV and S DEV Permissible deviations for the host vehicle course H HV or the host vehicle speed S HV are, T H (iii) a hypothesis time step and G is a target; (iii) calculating a respective projected obstacle position O i for each obstacle using Oi = f k2 (i, L VO , H VO , S VO , T H , E), where f k2 a second kinematic function to generate the respective projected obstacle position O i for each obstacle; (iv) Determining a respective collision potential between each projected host vehicle location L i and each projected obstacle location O i , where each collision potential corresponds to a respective projected host vehicle location L i is assigned and where the collision potential is defined by CP = 1 - - {1 / [1 + e^ - (d - D SAFE / 2)]}, where CP is the collision potential, d is a respective distance between each projected host vehicle location L i and each projected obstacle location O i is and D SAFE a respective predetermined safe threshold distance; and (v) until a predetermined maximum number of steps i maxis reached, and while at least one projected host vehicle location L i a qualified projected host vehicle location L i is, which is a projected host vehicle location L i is defined where each of its associated collision potentials is below a collision threshold, repeat the following steps: (a) increment the step number i; (b) repeat the calculation step for each respective qualified projected host vehicle location L i , to add one or more additional projected host vehicle locations L i to generate, where the respective qualified projected host vehicle location for L HV (c) Repeating the calculation step to calculate an additional projected obstacle location O ito generate for each respective obstacle, using the current projected obstacle location for Lvo for each respective obstacle, and (d) repeating the determination step between each additional projected host vehicle location L i and each additional projected obstacle location O i .

[0013] This procedure can further include the step of ignoring duplicate projected host-vehicle locations L i This includes, and may also or alternatively include, the step of selecting an optimal sequence from the host vehicle location L. HV through one or more of the qualified projected host vehicle locations based on minimizing the overall collision potential using a Dijkstra algorithm. At least one correction factor relating to environmental information E can be applied to the respective predetermined safe threshold distance D. SAFEcan be applied. And the procedure can continue (as part of the calculation step) to include the step of adjusting the host vehicle speed S. HV up to S DEV at each of the one or more projected host vehicle locations according to one or more predetermined speed profiles.

[0014] According to another embodiment, a control unit is provided for planning a route for a host vehicle, wherein the control unit is configured to perform the following steps: (i) Receiving a host vehicle course H HV , a host vehicle speed S HV , of a host vehicle location L HV , from environmental information E and a respective obstacle course H VO, an obstacle velocity Svo and an obstacle location Lvo for each obstacle within a predetermined radius around the host vehicle; (ii) calculating one or more projected host vehicle locations L i using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G), where f k1 a first kinematic function for generating one or more projected host vehicle locations L i is, i is a step number, H DEV and S DEV Permissible deviations for the host vehicle course H HV or the host vehicle speed S HV are, T H (iii) a hypothesis time step and G is a target; (iii) computation of a respective projected obstacle location O i for each obstacle using O i = f k2 (i, Lvo, Hvo, Svo, T H , E), where f k2a second kinematic function for generating the respective projected obstacle location O i for each obstacle; (iv) Determining a respective collision potential between each projected host vehicle location L i and each projected obstacle location O i , where each collision potential corresponds to a respective projected host vehicle location L i is connected; and (v) repeat the following steps until a predetermined maximum number of steps i max is reached, and while at least one projected host vehicle location L i a qualified projected host vehicle location L i is, which is considered a projected host vehicle location L iis defined where each of its associated collision potentials is below a collision threshold: (a) Incrementing the step number i; (b) Repeating the calculation step for each respective qualified projected host vehicle location L i , to add one or more additional projected host vehicle locations L i to generate, where the respective qualified projected host vehicle location for L HV (c) Repeating the calculation step to calculate an additional projected obstacle location O i to generate for each respective obstacle, using the current projected obstacle location for Lvo for each respective obstacle, and (d) repeating the determination step between each additional projected host vehicle location L i and each additional projected obstacle location O i .

[0015] In the configuration of the control unit, the collision potential can be expressed by the formula CP = 1 - {1 / [1 + e^ -(d - D SAFE / 2)]} be defined, where CP is the collision potential, d is a corresponding distance between each projected host vehicle location L i and each projected obstacle location O i is and D SAFE a corresponding predetermined safety threshold distance. The control unit can also be configured to perform the step of selecting an optimal sequence from the location of the host vehicle L. HV by one or more of the qualified projected host vehicle locations based on minimizing the overall collision potential using a Dijkstra algorithm. Additionally, the control unit can be configured to perform (as part of the calculation step) the step of adjusting the host vehicle speed S. HV up to S DEVexecutes at each of the one or more planned host vehicle locations according to one or more predefined speed profiles.

[0016] The above features and advantages, as well as other features and advantages of the present teaching, are readily apparent from the following detailed description of some of the preferred embodiments and other embodiments for carrying out the present teaching, as defined in the attached claims, when considered in conjunction with the accompanying figures. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 is a schematic top view of a host vehicle on a highway, showing the determination of possible future vehicle locations using a common approach. Fig. Figure 2 is a block diagram of a system and a control unit according to the present disclosure. Fig. Figure 3 is a schematic top view of a host vehicle and other vehicles / objects on a highway, illustrating their starting positions, directions of travel, and speeds. Fig. Figure 4 is a block diagram with different speed profiles. Fig. Figure 5 is a flowchart of a process according to the present disclosure. Fig. Figures 6-9 are successive schematic top views of a host vehicle and other vehicles / objects on a highway, showing the determination of the projected host vehicle positions and the projected positions of other vehicles / objects. Fig. 10 is a schematic top view of current and projected positions of a host vehicle and other vehicles / objects on a highway, synchronized with successive views of the host vehicle positions and other vehicle / object positions at selected times. DETAILED DESCRIPTION

[0017] With reference to the figures, in which the same reference numerals denote the same parts in the different views, a system / control unit 100 for graph-based path planning for a host vehicle 50 and a method 200 for graph-based path planning for a host vehicle 50 are shown and described here. It should be noted that the reference numerals H HV , S HV and L HVIn the drawings and description, the indicators have the subscript "HV," which stands for "Host Vehicle" 50, while the indicators Hvo, Svo, and Lvo have the subscript "VO," which stands for "(Other) Vehicle / Object" 51, 52, 53. Furthermore, the "H," "S," and "L" in these indicators represent an initial "Course," an initial "Speed," and an initial "Location," respectively. It should also be noted that the terms "Node" and "Location" are used interchangeably here, as they each refer to a position or location of a vehicle or object (e.g., on a road surface). Nodes or locations relating to the Host Vehicle 50 are represented by a circle in the drawings, while nodes or locations of a first, second, or third other vehicle / object 51, 52, 53 are represented by a triangle, cross, and square, respectively.For illustrative purposes, the first other vehicle / object 51 is depicted as a "fast" vehicle, traveling at approximately the same speed as the host vehicle 50; the second other vehicle / object 52 is depicted as a "stationary" vehicle; and the third other vehicle / object 53 is depicted as a "slow" vehicle, traveling at approximately half the speed of the host vehicle 50. Each of these other vehicles / objects 51, 52, and 53 can also be referred to as an "obstacle," and the terms "other vehicles / objects" and "obstacles" can be used interchangeably here.

[0018] Fig. Figure 1 shows a schematic top view of a host vehicle 50 on a highway, illustrating the determination of possible future vehicle locations using a common approach. It should be noted that while the drawings and description focus on a motor vehicle on a highway to describe the system / control unit 100 and the procedure 200, it should be evident that the system / control unit 100 and the procedure 200 also apply to other types of autonomous and semi-autonomous vehicles and environments, such as…Drones and aircraft flying in airspace, ground vehicles traveling on roads or terrain, mobile robots moving across surfaces and / or through structures, surface watercraft moving across the surface of a body of water, underwater vehicles moving across the surface of a body of water or at various depths below the surface, satellites or spacecraft moving through space, etc. It should also be noted that although a straight three-lane highway section is used in the figures and description, System / Control Unit 100 and Procedure 200 also apply to other road and carriageway configurations, including intersections, converging / diverging lanes, etc.

[0019] The motorway depicted in the figures has a left lane 60, a middle lane 62, a right lane 64, a left shoulder 66, and a right shoulder 68. A left lane / left shoulder 70 separates the left lane 60 from the left shoulder 66, and a right lane / right shoulder 72 separates the right lane 64 from the right shoulder 68. Additionally, a left / middle median 74 separates the left and middle lanes 60 and 62, while a right / middle median 76 separates the right and middle lanes 64 and 62. In the drawings, the direction of traffic for all three lanes 60, 62, and 64 flows from left to right.

[0020] In Fig. Figure 1 shows a host vehicle 50 in the form of a car in the middle lane 62, traveling from left to right at a specific speed. A series of vertical dashed lines, labeled t0 to t4, cross the highway to indicate possible positions of the host vehicle 50 at times t0 to t4. For example, the vertical dashed line passing through the host vehicle 50 indicates its position at an initial time t0. After a predetermined time increment Δt, the host vehicle 50 is at the next vertical line at time t1; then, after another time increment Δt, the host vehicle 50 is at the next vertical line at time t2, and so on. (Note that this assumes the host vehicle 50 is traveling at a constant speed.) Although in Fig. Where four time steps (from t0 to t4) are shown, any number of time steps can be used.

[0021] Fig. Figure 1 also illustrates the graph-based path planning method mentioned above, where the possible future locations of the host vehicle 50 can be visualized as a series of interconnected nodes. If it is assumed that the host vehicle 50 deviates to the left or right on its path forward, additional nodes are added to the graph alongside the nodes representing the host vehicle traveling straight ahead. For example, suppose that the host vehicle 50 has three directional options during each time step Δt: turn left, continue straight ahead, or turn right. Furthermore, suppose that the host vehicle 50 can turn left or right by half a lane width during each time step Δt.This means that if the host vehicle 50 is initially located in the middle of the middle lane 62, as shown, then there are three possible locations or nodes where the host vehicle 50 can be at time t1: on the left / middle median 74, in the middle of the middle lane 62, or on the right / middle median 76. These three possible positions are represented by the three circles at time t1 labeled 11, 12, and 13. These two-digit labels follow a convention used in this disclosure for labeling nodes, where the first digit represents the time (e.g., a '1' corresponds to t1, a '2' to t2, etc.) and the second digit is a unique identifier for each node associated with that time (e.g., '1', '2', and '3' represent the first, second, and third nodes, respectively, for the given time).

[0022] During the next time step Δt, at the transition from t1 to t2, the host vehicle 50, assuming the same assumptions are maintained, has three further possible positions from each node 11, 12, 13. For example, from node 11, the host vehicle 50 can travel left to node 21, straight ahead to node 22, or right to node 23, as indicated by the arrows emanating from node 11. Similarly, the host vehicle 50 can travel from node 12 to nodes 22, 23, or 24, and from node 13, the host vehicle 50 can travel to nodes 23, 24, or 25.

[0023] For the next time increment Δt at the transition from t2 to t3, it should be noted that nodes 21 and 25 each have only two downstream nodes instead of three. (As used here, "upstream" and "downstream" nodes are those located to the left and right, respectively, of a given node, as can be seen in the drawings and indicated by the arrows connecting the nodes.) This is due to a constraint that can be applied to the graph-based method, which dictates that the nodes may not extend outside the highway—that is, onto either of the two shoulders 66 or 68. (However, this constraint can be overridden in certain situations, e.g., if a sudden evasive maneuver onto a shoulder 66 or 68 is necessary to avoid a collision.)For time t3, five nodes or potential future locations for the host vehicle 50 are shown: nodes 31, 32, 33, 34, and 35. This constraint would continue to apply for each subsequent time interval Δt (unless overridden), as shown for time t4 and nodes 41, 42, 43, 44, and 45, and so on. This results in a network of interconnected nodes or potential future locations representing a set of possible paths that the host vehicle 50 could take.

[0024] It should be noted, however, that the common approach shown in Figure 1 generates many duplicate nodes for each time interval Δt. For example, from time t1 to t2, node 22 is downstream of nodes 11 and 12 and is determined by them, as indicated by the two arrows pointing to node 22. Similarly, node 23 is downstream of nodes 11, 12, and 13 and is determined by them, as indicated by the three arrows pointing to node 23. In other words, some nodes can be determined or computed from multiple sources, which doubles the computational effort and thus wastes computing power and time.

[0025] Furthermore, even with the usual procedure to avoid duplication, many potential paths for the host vehicle 50 can be identified that prove to be impractical or impossible due to obstacles and resistances that impede some of the potential paths.

[0026] In contrast, the system / control unit 100 and the method 200 of the present disclosure use information about other vehicles / objects as well as environmental information to selectively determine future possible locations of the host vehicle 50 in a manner that avoids many of the aforementioned duplications, as well as potential paths that may be disrupted by other vehicles or obstacles or that may pose an undesirable risk. One way in which the system / control unit 100 and the method 200 of the present disclosure solve the aforementioned technical problems is the technical effect of considering only a limited number of potential projected paths for the host vehicle 50, instead of the conventional approach of determining and / or considering all possible paths for the host vehicle 50 and selecting an optimal path based on predetermined criteria, such as…Minimizing risk according to a cost function offers a significant technical advantage over other approaches.

[0027] Fig. Figure 2 shows a block diagram of a system / control unit 100 according to the present disclosure. The system / control unit 100 may contain all the blocks or modules shown, or it may contain a subset of all such blocks or modules. For example, one configuration of the system / control unit 100 may contain only a decision module 140, another configuration may contain the decision module 140 and a vehicle control unit 150, and yet another configuration may contain the decision module 140, the vehicle control unit module 150, and one or more sensor-related modules 110, an ECU-related module 120, and an environment / map information-related module 130. Each of these modules may be implemented in hardware, software, and / or firmware form, with two or more of the modules being integrated together (e.g., as part of a single hardware unit) and one or more other modules being implemented separately.In each such configuration, the system / control unit 100 contains at least the decision module 140, which contains instructions for planning a path for the host vehicle 50, and the modules comprising the system / control unit 100 are operationally connected to each other and also operationally to other modules and input sources that are not part of the system / control unit 100.

[0028] The sensor-related module 110 can contain a variety of sensors (e.g., radar, lidar, ultrasound, optics, temperature, etc.) capable of acquiring information about the environment and obstacles outside and inside a specific area of ​​the host vehicle 50 (e.g., weather conditions, other vehicles or objects, etc.) or information relating to the host vehicle 50 itself (e.g., the host vehicle's direction, speed, etc.), and / or the sensor-related module 110 can contain information / data signals received from such sensors. The ECU-related module 120 can contain the host vehicle's ECU control module (engine control unit) and / or information / data signals received from the ECU, such as the host vehicle's speed, acceleration, direction, throttle position, gear range, etc. The environment / map information module 130 can contain a hardware module capable of receiving information (e.g.,wirelessly) to obtain information about the environment outside and within a specific area of ​​the host vehicle 50 (e.g., regarding weather conditions, broadcast alerts and warnings, and the positions, speeds, and directions of nearby vehicles and objects), and / or the environmental / map information module 130 may contain information / data signals received from such a hardware module. It should be noted that some information, such as the speed of the host vehicle, the location of another vehicle, or weather conditions, may be acquired or provided by more than one of these modules 110, 120, or 130.The information provided by these modules 110, 120, and 130 is used by the decision module 140 to execute a graph-based path planning procedure 200 (described in more detail below), whereby the decision module 140 determines a desired sequence of upcoming positions for the host vehicle 50 and sends this information to the vehicle control module 150. The vehicle control module 150 then sends appropriate signals to the steering subsystem / module 160, the throttle subsystem / module 170, the brake subsystem / module 180, and all other relevant subsystems / modules 190 (e.g., the headlight control unit, signal lights, etc.) to follow the selected sequence of nodes.

[0029] Fig. Figure 3 shows a schematic top view of a host vehicle 50 and other representative vehicles / objects 51, 52, 53 on a highway, showing their initial positions, directions, and speeds at an arbitrary start time t0. At this start time t0, the host vehicle 50 has an initial position L HV on the middle lane 62, as shown, and an initial direction of travel and speed H HV , S HV , as indicated by the associated vector arrow. At this same start time t0, the following other vehicles / objects are shown on the highway: (i) a first other vehicle / object 51, represented as a “fast” vehicle with an initial position L VOa on the left lane 60 and with an initial direction and speed H VOa , S VOa, which is approximately the same as that of the host vehicle 50, as indicated by the associated vector arrow; (ii) a second other vehicle / object 52, represented as a 'stalled' vehicle with an initial position L VOb on the middle lane 62 and with an initial (and possibly indeterminate) course H VOb and an initial (zero) speed S VOb , as indicated by the dashed vector arrow; and (iii) a third other vehicle / object 53, represented as a “slow” vehicle with an initial position L VOa on the right lane 64, an initial course H VOc , which is approximately equal to that of the host vehicle 50, and an initial speed S VOc, which is approximately half the height of that of the host vehicle 50, as indicated by the associated vector arrow. Note that here and elsewhere in the description and drawings, the locations, directions, and speeds of the first, second, and third other vehicle / object 51, 52, 53 can be indicated by the subscript letters "α", "b", and "c", respectively. For example, L VOa , L VOb and L VOa the starting positions of the first, second and third other vehicles / objects 51, 52, 53.

[0030] Fig. Figure 5 shows a flowchart of the aforementioned procedure 200 of the path planning for a host vehicle 50. As already mentioned, the decision module 140 of the system / control unit 100 contains instructions which, when executed, perform the steps of procedure 200. The in Fig. The 5 steps of procedure 200 shown, for the execution of which the system / control unit 100 is configured, are now described in detail, with additional reference to: (i) Fig. 4, which shows a block diagram of different speed profiles 80; (ii) Fig. Figures 6-9 show successive schematic top views of the host vehicle 50 and other vehicles / objects 51, 52, 53 on a highway, which allow the determination of the projected host vehicle positions L i and the projected other vehicle / object positions O i show; and (iii) Fig. 10, which shows a schematic top view of the actual and projected positions of the host vehicle 50 and other vehicles / objects 51, 52, 53 on a highway, synchronized with successive views of the host vehicle positions L i and other vehicle / object positions O iat various selected times. (As indicated above, the terms "other vehicle / object" and "obstacle" can be used interchangeably. The term "obstacle" with the corresponding index "VO" will be used primarily in the following.)

[0031] According to one embodiment, the method 200 in block 210 comprises a first step of receiving an initial course H HV of the host vehicle, an initial speed S HV of the host vehicle, an initial location L HV of the host vehicle, of environmental information E and of a respective initial course H VO, a velocity Svo and a location Lvo for each obstacle 51, 52, 53 within a predefined set of radii or highway zones around the host vehicle 50. (This information can be received from one or more sensors or other modules.) The initial directions, velocities, and locations of the host vehicle 50 and its adjacent obstacles 51, 52, 53 are in Fig. 3, Fig. 6 and Fig. 10 is shown. In an exemplary explanation of this procedure 200, the respective obstacle speed S can be determined. VOa , S VOb , S VOc and the obstacle course H VOa , H VOb , H VOcFor each obstacle 51, 52, 53, the following are maintained for all steps. The environmental information E can include one or more of the following: number and arrangement of lanes and shoulders; traffic flow direction for each lane and shoulder; road surface type for each lane and shoulder; location, message / command, and area of ​​effect of traffic signs / signals; speed limits; local weather conditions; and proximity, speed, and direction of each adjacent obstacle / object / other vehicle. The set of radii or zones considered around the host vehicle 50 can be the same for all directions (e.g., a constant radius around the host vehicle 50), or it can vary depending on the direction (e.g., five zones in front of the host vehicle 50, one zone to either side of the host vehicle 50, and two zones behind the host vehicle 50).The set of radii or zones around the host vehicle 50 can also vary depending on the host vehicle's speed, the driving situation, weather conditions, and / or other factors. As used here, a "zone" can be a dynamic or moving area of ​​space in front of, beside, or behind the moving host vehicle 50; for example, each zone can be the width of a lane and approximately one vehicle length long. A "neighboring" obstacle 51, 52, 53 can be another vehicle / object located within this set of radii or highway zones.

[0032] In block 220, one or more projected host vehicle positions L i using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G) calculated, where f k1a first kinematic function for generating the one or more projected host vehicle positions L i is, i is a step number, H DEV and S DEV Permissible deviations for the host vehicle direction H HV or the host vehicle speed S HV are, T H H is a hypothesis time step and G is a goal. DEV and S DEV These can be positive or negative numbers. For example, a leftward deviation of the course for host vehicle 50 can be a negative number for H. DEV and a deviation to the right can be a positive number, and a reduction in speed for the host vehicle 50 can be a negative number for S DEV and an increase can be a positive number. T H is a hypothesis time step, defined as the travel time between each pair of sequentially adjacent projected host vehicle positions L i is defined. T HThis could be, for example, a number of tenths, hundredths, or thousandths of a second. The objective G can include one or more of the following: proceeding straight ahead, turning left, turning right, accelerating, decelerating, maintaining a current speed, maintaining the host vehicle's speed at or above a minimum safe speed, maintaining the host vehicle's speed at or below a maximum safe speed, maintaining a minimum following distance or more behind another vehicle, merging into an adjacent lane, overtaking another vehicle, avoiding an overtaking lane if not overtaking, avoiding one or both shoulders, stopping at a specific location, and swerving to avoid obstacles. The objective G can be linked in a predetermined way to one or more factors, such as environmental information E.(That is, the target G can be linked to one or more factors in a predetermined way). In block 230, procedure 200 can optionally include the step of ignoring duplicate projected host vehicle positions L. i include.

[0033] In block 240, a respective projected obstacle position O i for each obstacle using O i = f k2 (i, L VO , H VO , S VO , T H , E) calculated, where f k2 a second kinematic function for generating the respective projected obstacle position Oi for each obstacle 51, 52, 53 is.

[0034] Fig. Figure 6 shows the initial positions and directions (at time t0) of the host vehicle 50 and the first, second and third obstacles 51, 52, 53, represented as "car" symbols on a three-lane highway. Fig. Figure 6 also shows the next projected host vehicle positions Li , represented as three circles labeled "11", "12" and "13", and the next projected obstacle position O i for the first, second, and third obstacles 51, 52, 53 after a time increment Δt (i.e., at time t1). The projected obstacle position O i The first obstacle (or “fast vehicle”) 51 is represented by a triangle labeled with a “1”, and the projected obstacle position O i The third obstacle (or “slow vehicle”) 53 is represented by a square labeled with a “1”. For the second obstacle (or “stuck vehicle”) 52, no projected obstacle position is shown. i shown, since it does not move; therefore, it retains its position in all Fig. 6-10 same position L VOb at. Thus, it shows Fig. 6, that after the first time increment Δt the host vehicle 50 can move to one of the three nodes represented by the three circles, the first obstacle / fast vehicle 51 will move to the node represented by the triangle, the second obstacle / blocked vehicle 52 will not move, and the third obstacle / slow vehicle 53 will move to the node represented by the square.

[0035] In block 250, a respective collision potential CP is defined between each projected host vehicle position L. i and each projected obstacle position O i determined, with each collision potential CP corresponding to a respective projected host vehicle position L i is connected. Thus, in Fig. 6 nine different collision potentials CP determined: (i) between the “11” circular position and the “1” triangle position, (ii) between the “11” circular position and the position of the stuck vehicle, (iii) between the “11” circular position and the “1” square position, (iv) between the “12” circular position and the “1” triangle position, (v) between the “12” circular position and the position of the stuck vehicle, (vi) between the “12” circular position and the “1” square position, (vii) between the “13” circular position and the “1” triangle position, (viii) between the “13” circular position and the position of the stuck vehicle, (ix) between the “13” circular position and the “1” square position.

[0036] The collision potential CP can be defined by a cost function, e.g. by the expression CP = 1 - {1 / [1 + e^ -(d - D) SAFE / 2)]}, where CP is the collision potential, d is a corresponding distance between each projected host vehicle location L iand each projected obstacle location O i is and D SAFE a corresponding predetermined safety threshold distance. For example, each of the nine distances specified in the previous paragraph between each projected host vehicle location L would i and each projected obstacle location O i are listed as the distance d in the CP equation is used to determine the respective collision potential CP between each pair of projected locations L i , O i to determine. It should be noted that D SAFE depending on the proximity and / or angular orientation between the projected host vehicle location L i and the projected obstacle location O i This can vary. For example, a vehicle in a lane next to the host vehicle 50 can have a smaller D SAFEhave (e.g., 3 feet) than a vehicle in front of the host vehicle 50 (e.g., 60 feet) because the former vehicle poses a lower risk than the latter. At least one correction factor relating to environmental information E (e.g., weather conditions, proximity to and direction of other vehicles / objects, etc.) can be applied to the respective predetermined safe distance D. SAFE can be applied. Thus, D SAFE a set of different safe threshold distances that depend on various factors, such as the speed of the host vehicle, the speed of other vehicles / objects, road conditions, environmental factors, etc.

[0037] Block 260 checks or decides whether a predetermined maximum number of steps i maxwas reached. If it was reached, procedure 200 continues with block 290; however, if it was not reached, procedure 200 continues with block 270. The maximum number of steps i max can be defined as a predetermined or dynamically determined number of time increments Δt (e.g., a total of 4-7 seconds), or it can vary depending on various factors, such as the speed of the host vehicle, the speed of other vehicles / objects, the road structure, weather conditions, etc.

[0038] Block 270 checks or decides whether at least one projected host vehicle location L i a “qualified” projected host vehicle location L i is, which is considered a projected host vehicle location L i is defined where each of its associated collision potentials CP is below a collision threshold CP thresholdis located. If at least one projected host vehicle location L i a qualified projected host vehicle location L i If so, procedure 200 continues with block 280, but if not, procedure 200 continues with block 290. As D SAFE , i max and other quantities used in the calculations, including the collision threshold CP threshold It can vary depending on various factors and conditions; or it can be a fixed value. Since the collision potential CP varies from 0 to 1, the collision threshold CP threshold also lie between 0 and 1 (e.g. 0.5, again possibly depending on various factors and conditions).

[0039] In block 280: If the specified maximum number of steps i max has not yet been reached and at least one planned host vehicle location L i a qualified planned host vehicle location L iIf the specified maximum number of steps is reached, certain variables are reset and certain steps are repeated until the specified maximum number of steps is reached. max was reached and / or none of the planned host vehicle locations L i a qualified planned host vehicle location L i In block 280: (a) the step count i is incremented; (b) the calculation step of block 220 is used for each respective qualified projected guest vehicle location L. i repeatedly, to add one or more additional projected guest vehicle locations L i to generate, whereby the respective qualified projected guest vehicle location for L HV (c) is used (substituted); (c) the calculation step of block 240 is repeated to calculate an additional projected obstacle location O ito generate for each respective obstacle, using (replacing) the current projected obstacle location for each respective obstacle for LVO; and (d) the determination step of block 250 is performed between each additional projected host vehicle location L i and repeated for each additional projected obstacle location Oi. Optionally, the step of ignoring duplicate projected host vehicle positions L can be used. i Block 230 may also be included between the repeated steps of blocks 220 and 240. The steps of blocks 220, 240, and 250 (and optionally block 230) are repeated until the specified maximum number of steps i is reached. max was reached and / or none of the projected host vehicle locations L i a qualified projected host vehicle location L i is.

[0040] In block 290, the procedure 200 can continue the step of selecting an optimal sequence from the location of the host vehicle L. HV through one or more of the qualified projected host vehicle locations L i This includes, based on minimizing the total collision potential CP using a Dijkstra algorithm. Additionally or alternatively, the procedure 200 can also (as part of the computation step in block 220) include the step of adjusting the host vehicle speed S. HV for an amount of up to S DEV at each of the one or more projected host vehicle locations L i according to one or more predetermined speed profiles, comprising 80. As shown in the block diagram of Fig. As shown in Figure 4, each of the predetermined speed profiles 80 can be one or more of an acceleration profile 82, a deceleration profile 84, a constant speed profile 86, a coasting profile 88, a regenerative braking profile 90, an emergency acceleration profile 92, and an emergency stop profile 94. After an optimal sequence of qualified projected host vehicle positions L i Once selected, procedure 200 flows to block 300, where procedure 200 ends.

[0041] Procedure 200 will now be carried out based on the information provided in the Fig. The exemplary arrangement shown in 6-10 is explained in more detail. Fig. Figures 6-9 show successive iterations of procedure 200 at times t1 to t4, and Fig. Figure 10 shows the host vehicle 50, the obstacles 51, 52, 53 and all projected locations L i, Oi for time points t0 to t4 all on one diagram or plot, synchronized with successive views of the projected locations L i , O i at times t0 to t4. (Note that the projected positions L i , O i (for time points t0 and t4 are plotted together on the same graph). In the Fig. In sections 6-9, the host vehicle 50 appears as a vehicle symbol in the same location in every drawing. This is done to avoid repeatedly drawing the host vehicle symbol at the projected host vehicle positions in the diagrams. Instead, the labeled circles are used to represent the various current and / or projected host vehicle positions.

[0042] The steps for calculating one or more projected host vehicle locations L i (Block 220), of calculating projected obstacle locations O i(Block 240) and determining collision potentials CP between each newly projected host vehicle location L i and each newly projected obstacle location O i (Block 250) are above with reference to Fig. 6 is described, whereby the process transitions from an initial time t0 to the next time t1. If the predetermined maximum number of steps i max has not yet been reached and at least one of the one or more projected host vehicle positions L i a qualified projected host vehicle position L i If so, then the procedure 200 proceeds with the in Fig. The situation depicted in section 7 continues.

[0043] In Fig. 7 are the first and third vehicles 51, 53 shown in such a way that they have moved to the respective positions shown in Fig. 6 were projected. That is to say, in Fig. 6. The “fast” vehicle 51 has a projected next position represented as a triangle labeled “1”, and the “slow” vehicle 53 has a projected next position represented as a square labeled “1”, but in Fig. 7. The vehicle symbols for these vehicles 51, 53 have moved to the positions previously in Fig. 6 were projected. The same process is repeated during the transition from Fig. 7 to Fig. 8 and from Fig. 8 to Fig. 9. The second vehicle 52 remains in the same position in all drawings, as it is a stationary (not moving) vehicle. In each of the Fig. 6-9 are the first and third vehicles 51 and 53, each represented in two ways: as a vehicle symbol (representing the current location in each drawing) and also as an associated triangle or square symbol (representing the projected next location). In contrast, in each of the Fig. 6-9 the host vehicle 50 is represented as a car symbol in the same location in all drawings (to avoid clutter, as explained above), along with all accumulated host vehicle positions projected up to each time t1-t4.

[0044] As described above, during the transition from t0 to t1 in Fig. 6 three projected host vehicle positions (i.e. the circles labeled “11”, “12” and “13”) from the initial host vehicle position L HV determined. During the transition from t1 to t2 in Fig. 7. For each of the three then-current locations 11, 12, and 13, a corresponding set of three projected host locations is determined. For example, from "Circle 11" (i.e., the node or location represented as a circle labeled "11"), nodes 21, 22, and 23 are determined, as indicated by the three arrows emanating from Circle 11. From "Circle 12," another set of three nodes, 22, 23, and 24, is determined, and from "Circle 13," another set of three nodes, 23, 24, and 25, is determined. Note that some of these nodes or projected positions are determined by two or more preceding or upstream nodes. For example, node 22 is determined by the upstream nodes 11 and 12, node 23 by the upstream nodes 11, 12 and 13, and node 24 by the upstream nodes 12 and 13.If a calculated or determined node is a duplicate of a previously determined node, one of the nodes can be ignored and the other node retained.

[0045] It should be noted that in Fig. 7. Nodes 22, 23, and 24 are represented as filled black circles. This is done to identify these three nodes as non-qualified projected host vehicle locations, meaning that each of these nodes 22, 23, and 24 has at least one collision potential CP that is below or above the relevant collision threshold CP. threshold lies. From Fig. As can be seen in Figure 7, these three nodes 22, 23, and 24 cannot be considered "qualified" due to their proximity to the blocked vehicle 52. Therefore, if the host vehicle 50 were to follow a route that included any of these three nodes 22, 23, or 24, the route would assume an unacceptable level of risk due to the high collision potential (CP) of the nodes involved. Consequently, Procedure 200 would skip these "risky" nodes and determine only the next projected locations of the host vehicle from the less risky "qualified" nodes, which in this case would be nodes 21 and 25.

[0046] In Fig. In section 8, which goes from t2 to t3, the three "risky" nodes 22, 23, and 24 are not considered (i.e., skipped with respect to procedure 200), and the projected nodes are determined only from the two "qualified" nodes 21 and 25, resulting in the newly projected nodes 31, 32, 33, and 34. That is, nodes 31 and 32 are determined or calculated from qualified node 21, and nodes 33 and 34 from qualified node 25. As mentioned above, it should be noted that potential nodes are projected only within the boundaries of the highway (i.e., within the left and right shoulder / lane boundaries 70 and 72, and not onto shoulders 66 and 68). Here in Fig. In Figure 8, nodes 32 and 33 are shown as filled black circles, indicating that their respective collision potentials CP were too high, obviously due to the proximity to the blocked vehicle 52.

[0047] In Fig. In section 9, which runs from t3 to t4, the newly planned nodes 41 and 42 are determined or calculated from the qualified node 31, and the newly planned nodes 43 and 44 from the qualified node 34. Here, node 44 is represented as a solid black circle, indicating that its collision potential CP is unacceptably high (i.e., compared to the relevant collision threshold CP). threshold ), apparently because of its proximity behind the projected location of the third / slow vehicle 53 (represented by the square labeled with a "4").

[0048] Fig. Figure 10 shows the host vehicle 50, the obstacles 51, 52, 53 and all projected positions L i , O i for the time points t0 to t4 in a graph or plot, synchronized with successive "subgraph" views of the projected positions L i , Oi at times t0, t1, t2, t3 and t4 (where the projected positions L i , Oi (for times t0 and t4 are plotted together in the same graph). It should be noted again that the nodes of the host vehicle are represented by circles, the nodes of the first (fast) obstacle by triangles, the nodes of the second (stuck) obstacle by a cross, and the nodes of the third (slow) obstacle by squares. Here, a label of "0" is used to represent the initial nodes (corresponding to time t0), and the labels "1", "2", "3", and "4" represent times t1, t2, t3, and t4, respectively. (The squares labeled "1" and "3" are covered by the circles labeled "34" and "44," respectively.)

[0049] The first subgraph (i.e., step i = 0, corresponding to time t0) shows the initial location of the host vehicle L. HV , the initial first / fast obstacle location L VOa , the initial second / congested vehicle location L VOband the initial third / slow vehicle location L VOc .

[0050] The second subgraph (i.e., step i = 1, corresponding to time t1) shows the three host vehicle positions L 11 , L 12 , L 13 , which originate from the initial host vehicle position L HV to be projected, as well as the first, second and third projected obstacle position O 1a , O 1b , O 1c , each starting from the initial first, second and third obstacle positions L VOa , L VOb , L VOa be projected.

[0051] The third subgraph (i.e., step i = 2, corresponding to time t2) shows the five host vehicle positions L 21 , L 22 , L 23 , L 24 , L 25 , which are from the previous host vehicle positions L 11 , L 12 , L 13 be projected, as well as the next set of projected obstacle positions O 2a , O2b , O 2c , which are from the respective previous obstacle positions O 1a , O 1b , O 1c will be projected. It should be noted that the projected host vehicle positions L 22 , L 23 and L 24 The three nodes are crossed out to indicate that they are not "qualified" positions.

[0052] The fourth subgraph (i.e., step i = 3, corresponding to time t3) shows the four host vehicle positions L 31 , L 32 , L 33 , L 34 , which are from the previous qualified host vehicle positions L 21 , L 25 be projected, as well as the next set of projected obstacle positions O 3a , O 3b , O 3c , which are from the respective previous obstacle positions O 2a , O 2b , O 2c will be projected. It should be noted that the projected host vehicle positions L 32 and L 33The lines are crossed out to indicate that these two nodes are not "qualified" positions.

[0053] Returning once more to the first subgraph (which also represents step i = 4, corresponding to time t4), the four host vehicle positions L 41 , L 42 , L 43 , L 44 shown, which were from the previous qualified host vehicle positions L 31 , L 34 be projected, as well as the next set of projected obstacle positions O 4a , O 4c, those from the respective previous obstacle positions O 3a , O 3c to be projected. Note that the projected host vehicle position L 44 The line through it indicates that this node is not a "qualified" projected host vehicle position. Also note that the projected obstacle position O 3bIt is not displayed in this subgraph because it would occupy the same position as L. VOb (is located).

[0054] According to another embodiment, a method 200 of graph-based path planning for a host vehicle 50 comprises: (i) receiving a host vehicle course H HV , a host vehicle speed S HV , of a host vehicle location L HV , from environmental information E and a respective obstacle course H VO , an obstacle velocity Svo and an obstacle location Lvo for each obstacle within a predetermined radius around the host vehicle (ii) Calculating one or more projected host vehicle locations L i using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G), where f k1a first kinematic function for generating one or more projected host vehicle locations L i is, i is a step number, H DEV and S DEV Permissible deviations for the host vehicle course H HV or the host vehicle speed S HV are, T H (iii) a hypothesis time step and G is a target; (iii) calculating a respective projected obstacle position O i for each obstacle using O i = f k2 (i, Lvo, Hvo, Svo, T H , E), where f k2 a second kinematic function to generate the respective projected obstacle position O i for each obstacle; (iv) Determining a respective collision potential CP between each projected host vehicle position L i and each projected obstacle location O i , where each collision potential CP corresponds to a respective projected host vehicle location L iis assigned and where the collision potential CP is defined by CP = 1 - {1 / [1 + e^ - (d - D SAFF / 2)]}, where CP is the collision potential, d is a respective distance between each projected host vehicle location L i and each projected obstacle location O i is and D SAFE a respective predetermined safety threshold distance; and (v) until a predetermined maximum number of steps i max is reached, and while at least one projected host vehicle location L i a qualified projected host vehicle location L i is defined as a projected host vehicle location L; where each of its associated collision potentials is below a collision threshold, repeat the following steps: (a) incrementing step number i; (b) repeating the calculation step for each respective qualified projected host vehicle location L i, to add one or more additional projected host vehicle locations L i to generate, where the respective qualified projected host vehicle location for L HV (c) Repeating the calculation step to calculate an additional projected obstacle location O i to generate for each respective obstacle, using the current projected obstacle location for Lvo for each respective obstacle, and (d) repeating the determination step between each additional projected host vehicle location L i and each additional projected obstacle location O i .

[0055] This procedure 200 can further include the step of ignoring duplicate projected host vehicle locations L i This includes, and may also or alternatively include, the step of selecting an optimal sequence from the host vehicle location L. HVthrough one or more of the qualified projected host vehicle locations based on minimizing the overall collision potential using a Dijkstra algorithm. At least one correction factor relating to environmental information E can be applied to the respective predetermined safe threshold distance D. SAFE can be applied. And procedure 200 can still (as part of the calculation step) include the step of adjusting the host vehicle speed S. HV up to S DEV at each of the one or more projected host vehicle locations L i according to one or more predetermined speed profiles, comprising 80.

[0056] According to another embodiment, a control unit 100 is provided for planning a route for a host vehicle, wherein the control unit 100 is configured to perform the following steps: (i) Receiving a host vehicle course H HV, a host vehicle speed S HV , of a host vehicle location L HV , from environmental information E and a respective obstacle course H VO , an obstacle speed Svo and an obstacle location L VO for each obstacle within a predetermined radius around the host vehicle; (ii) calculating one or more projected host vehicle locations L i using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G), where f k1 a first kinematic function for generating one or more projected host vehicle locations L i is, i is a step number, H DEV and S DEV Permissible deviations for the host vehicle course H HV or the host vehicle speed S HV are, T H(iii) a hypothesis time step and G is a target; (iii) computation of a respective projected obstacle location O i for each obstacle using O i =f k2 (i, L VO , H VO , S VO , T H , E), where f k2 a second kinematic function for generating the respective projected obstacle location O i for each obstacle; (iv) Determining a respective collision potential CP between each projected host vehicle position L i and each projected obstacle location O i , where each collision potential CP corresponds to a respective projected host vehicle location L i is connected; and (v) until a predetermined maximum number of steps i max is reached, and while at least one projected pickup vehicle location L i a qualified projected pickup vehicle location L i is, which is considered a projected pickup vehicle location L iis defined as each of its associated collision potentials below a collision threshold CP threshold lies, repeat the following steps: (a) incrementing step number i; (b) repeating the calculation step for each respective qualified projected guest vehicle location L i , to add one or more additional projected guest vehicle locations L i to generate, whereby the respective qualified projected guest vehicle location for L HV is used, (c) Repeat the calculation step to calculate an additional projected obstacle location O i to generate for each respective obstacle, using the current projected obstacle location for Lvo for each respective obstacle, and (d) repeating the determination step between each additional projected guest vehicle location L i and each additional projected obstacle location O i .

[0057] In the configuration of control unit 100, the collision potential CP can be expressed by CP = 1 - {1 / [1 + e^ -(d - D SAFE / 2)]} be defined, where CP is the collision potential, d is a corresponding distance between each projected host vehicle location L i and each projected obstacle location O i is and D SAFE a corresponding predetermined safety threshold distance. The control unit 100 can also be configured to perform the step of selecting an optimal sequence from the location of the host vehicle L. HV by one or more of the qualified projected host vehicle locations based on minimizing the overall collision potential using a Dijkstra algorithm. Additionally, the control unit can be configured to perform (as part of the calculation step) the step of adjusting the host vehicle speed S. HV up to S DEVat each of the one or more projected host vehicle locations L i executes 80 according to one or more predetermined speed profiles.

[0058] The above description serves for illustration and is not limiting. The dimensions and material types described herein are intended to be illustrative but are in no way limiting and represent exemplary embodiments. In the following claims, the use of the terms "first," "second," "top," "bottom," etc., serves only as a designation and is not intended to impose any numerical or positional requirements on their objects. An element or step referred to in the singular and preceded by the word "a" or "an" does not exclude the plurality of such elements or steps unless such exclusion is expressly stated. Furthermore, the phrase "at least one of A and B" and the phrase "A and / or B" should each be understood to mean "only A, only B, or both A and B."Furthermore, embodiments that “comprise” or “have” an element or a plurality of elements with a certain property, unless expressly stated otherwise, may include additional such elements that do not have this property.

[0059] The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and / or operation of possible implementations of systems, processes, and computer program products according to various embodiments of this disclosure. In this respect, each block in the flowcharts or block diagrams can represent a module, segment, or portion of code containing one or more executable instructions for implementing the specified logical function(s). It is also noted that each block in the block diagrams and / or flowchart figures, and combinations of blocks in the block diagrams and / or flowchart figures, can be implemented by hardware-based systems performing the specified functions or actions, or by combinations of hardware and computer instructions.These computer program instructions may also be stored in a computer-readable medium that can instruct a control unit or other programmable data processing device to function in a particular manner, so that the instructions stored in the computer-readable medium produce a manufactured item containing instructions for implementing the functions and / or actions specified in the flowcharts and block diagrams.

[0060] This written description uses examples, including the best embodiment, to enable those skilled in the art to manufacture and use devices, systems, and material compositions, and to carry out methods according to this disclosure. The following claims, including their equivalents, define the scope of this disclosure.

Claims

[1] A method for planning the path of a host vehicle, comprising: Receiving a host vehicle course H HV , a host vehicle speed S HV , of a host vehicle location L HV , from environmental information E and a respective obstacle course H VO , an obstacle velocity Svo and an obstacle location Lvo for each obstacle within a predetermined radius around the host vehicle; Calculating one or more projected host vehicle locations L i using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G), where f k1 a first kinematic function for generating one or more projected host vehicle locations L i is, i is a step number, H DEV and S DEV Permissible deviations for the host vehicle direction H HVor the host vehicle speed S HV are, T H a hypothesis time step and G is a goal; Calculating a respective projected obstacle position O i for each obstacle using O i = f k2 (i, Lvo, Hvo, Svo, T H , E), where f k2 a second kinematic function to generate the respective projected obstacle position O i for every obstacle; Determining a respective collision potential between each projected host vehicle location L i and each projected obstacle location O i , where each collision potential corresponds to a respective projected host vehicle location L i is connected; and until a predetermined maximum number of steps i max is reached, and while at least one projected host vehicle location L i a qualified projected host vehicle location L iis, which is a projected host vehicle location L i is defined where each of its associated collision potentials is below a collision threshold, repeat the steps: Incrementing step number i; Repeat the calculation step for each qualified projected host vehicle location L i , to add one or more additional planned host vehicle locations L i to generate, whereby the respective qualified projected host vehicle location for L HV is used Repeat the calculation step to add an additional projected obstacle location O i to generate for each respective obstacle, using the current projected obstacle location for Lvo for each respective obstacle, and Repeat the determination step between each additional projected host vehicle position L iand each additional projected obstacle position O i , furthermore comprehensively, as part of the calculation step: Adjusting the host vehicle speed S HV up to S DEV at each of the one or more projected host vehicle positions according to one or more predefined speed profiles. [2] The method of claim 1, further comprising: Selecting an optimal sequence from the host vehicle location L HV by one or more of the qualified projected host vehicle locations based on minimizing an aggregated collision potential using a Dijkstra algorithm. [3] The method according to claim 1, wherein the collision potential is determined by CP = 1 - {1 / [1 + e^ - (d - D SAFE / 2)]} is defined, where CP is the collision potential, d is a respective distance between each projected host vehicle location L iand each projected obstacle location O i is and D SAFE a respective predetermined safe threshold distance. [4] The method according to claim 1, wherein each of the specified speed profiles is one or more of an acceleration profile, a deceleration profile, a constant speed profile, a coasting profile, a regenerative braking profile, an emergency acceleration profile and an emergency stop profile. [5] The method according to claim 1, wherein: The environmental information E includes one or more of the following: number and arrangement of lanes and shoulders; direction of traffic flow for each lane and each shoulder; road surface type of each lane and shoulder; location, Message / command and scope of application of traffic signs / traffic signals; Speed ​​limits; local weather conditions; and proximity, speed and Direction of each obstacle; and The objective G comprises one or more of the following elements: driving straight ahead, turning left, turning right, accelerating, decelerating, maintaining a current speed, Maintaining a vehicle speed at or above a safe minimum speed, Maintaining the vehicle speed at or below a safe maximum speed, Maintaining a minimum following distance or more behind another vehicle, merging into an adjacent lane, overtaking another vehicle, avoiding an overtaking lane when not overtaking, moving onto one or both hard shoulders, stopping at a specific point, and avoiding obstacles. [6] A control unit for planning a route for a host vehicle, wherein the control unit is configured to perform the following steps: Receiving a host vehicle course H HV , a host vehicle speed S HV , of a host vehicle location L HV , from environmental information E and a respective obstacle course H VO , an obstacle velocity Svo and an obstacle location Lvo for each obstacle within a predetermined radius around the host vehicle; Calculating one or more projected host vehicle locations L i using L i = f k1 (i, L HV , H HV , H DEV , S HV , S DEV , T H , E, G), where f k1 a first kinematic function for generating one or more projected host vehicle locations L i is, i is a step number, H DEV and SDEV Permissible deviations for the host vehicle direction H HV or the host vehicle speed S HV are, T H a hypothesis time step and G is a goal; Calculating a respective projected obstacle position O i for each obstacle using O i = f k2 (i, L VO , H VO , S VO , T H , E), where f k2 a second kinematic function to generate the respective projected obstacle position O i for every obstacle; Determining a respective collision potential between each projected host vehicle location L i and each projected obstacle location O i , where each collision potential corresponds to a respective projected host vehicle location L i is connected; and until a predetermined maximum number of steps i maxis reached, and while at least one projected host vehicle location L; a qualified projected host vehicle location L i is defined as a projected host vehicle location L; where each of its associated collision potentials is below a collision threshold, repeating the steps: Incrementing step number i; Repeat the calculation step for each qualified projected host vehicle location L i , to add one or more additional planned host vehicle locations L i to generate, whereby the respective qualified projected host vehicle location for L HV is used Repeat the calculation step to add an additional projected obstacle location O i to generate for each respective obstacle, using the current projected obstacle location for LVO for each respective obstacle, and Repeat the determination step between each additional projected host vehicle position L i and each additional projected obstacle position O i , wherein the control unit is further configured to perform the following step as part of the calculation step: Adjusting the host vehicle speed S HV up to S DEV at each of the one or more projected host vehicle positions according to one or more predefined speed profiles. [7] The control unit according to claim 6, wherein the collision potential is defined by CP = 1 - {1 / [1 + e^ -(d - D SAFE / 2)]}, where CP is the collision potential, d is a respective distance between each projected host vehicle location L i and each projected obstacle location O i is and D SAFE a respective predetermined safe threshold distance. [8] The control unit according to claim 6, wherein the control unit is further configured to perform the following step: Selecting an optimal sequence from the host vehicle location L HV by one or more of the qualified projected host vehicle locations based on minimizing an aggregated collision potential using a Dijkstra algorithm.

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