VEHICLE SYSTEM FOR CONTROLLING EVASIVE MANEUVERIES OF A VEHICLE

Abstract

A vehicle system comprises an anti-steering module (AES module) trained to automatically control the vehicle and a control module. The control module is trained to detect whether a first hazard is in front of the vehicle, upon detection of the first hazard in front of the vehicle, determine a vehicle path for an AES maneuver to avoid the first hazard, create a relevant hazard zone laterally to the vehicle along the vehicle path for the AES maneuver, determine whether a second hazard is in the relevant hazard zone, and upon determination that a second hazard is in the relevant hazard zone, prevent the AES module from initiating vehicle control in accordance with the AES maneuver. Further exemplary vehicle systems and methods for controlling a vehicle's evasive maneuvers are also disclosed.

Description

INTRODUCTION

[0001] The present invention relates to the determination of a danger zone for evasive maneuvers and, in particular, to a vehicle system for controlling evasive maneuvers of a vehicle.

[0002] Vehicles are often equipped with a driver assistance system. The driver assistance system may include, for example, collision avoidance, blind spot monitoring, adaptive cruise control, lane departure warning, etc. Collision avoidance is a driver-initiated steering mechanism for collision avoidance. When collision avoidance is activated and the driver begins to steer the vehicle around an object (e.g., another vehicle), the system applies additional steering torque to steer the vehicle around the object. In some cases, the system applies steering torque in the opposite direction after the vehicle has passed the object.

[0003] For further background information, reference is made to the documents DE 10 2022 111 195 A1, DE 10 2011 009 665 A1, US 2018 / 0 029 592 A1, US 2018 / 0 141 544 A1, US 2023 / 0 294 673 A1 and DE 10 2020 119 444 A1. SUMMARY OF THE INVENTION

[0004] According to the invention, a vehicle system for controlling evasive maneuvers of a vehicle is presented, which is characterized by the features of claim 1.

[0005] In other features, the control module is configured to send a control signal to the AES module to initiate vehicle control in accordance with the AES maneuver when it is determined that the second hazard is not located in the hazard zone in question.

[0006] In other features, the control module is configured to determine kinematic information related to the second hazard and to track it based on the kinematic information.

[0007] In other features, the control module is configured to track the second hazard based on one or more previous values ​​of the kinematic information.

[0008] In other features, the one or more vehicle parameters include a steering angle received from a steering angle sensor in the vehicle and / or a braking signal received from a braking sensor in the vehicle.

[0009] For other features, driver-independent data includes data related to another vehicle in front of the vehicle.

[0010] In other features, the control module is configured to determine a driver confidence value based on the vehicle data, determine a hazard value based on the driver-independent data, calculate a score based on the confidence value and the hazard value, and detect whether the first hazard is in front of the vehicle based on the score and a threshold value.

[0011] In other features, a vehicle includes the vehicle system configured to control evasive maneuvers of the vehicle.

[0012] Furthermore, a method for controlling evasive maneuvers of a vehicle is described. The method includes detecting whether a first hazard is located in front of the vehicle; determining, upon detection of the first hazard in front of the vehicle, a vehicle path for an AES maneuver to avoid the first hazard in front of the vehicle; generating a relevant hazard zone to the side of the vehicle along the vehicle path for the AES maneuver; determining whether a second hazard is located in the relevant hazard zone; and, upon detection of a second hazard in the relevant hazard zone, preventing the AES module from initiating vehicle control according to the AES maneuver.

[0013] For other features, the danger zone in question is an irregular polygonal shape defined by a boundary corresponding to the geometry of a road on which the vehicle is moving.

[0014] In other features, the method further comprises forming vertices of the boundary based on the width of a lane, the trajectory of the vehicle, an area associated with the first hazard in front of the vehicle, and / or a width associated with the vehicle.

[0015] For other features, determining whether the second hazard is located within the hazard zone in question includes, based on data received from one or more sensors, detecting the second hazard to the side of the vehicle as it moves and projecting a vector to determine whether the second hazard is located within the hazard zone in question.

[0016] For other features, the method further comprises determining kinematic information related to the second hazard and tracking the second hazard based on the kinematic information.

[0017] For other features, tracking the second hazard involves tracking it against one or more previous values ​​of the kinematic information.

[0018] In other features, the method further comprises receiving vehicle data associated with one or more vehicle parameters while the vehicle is moving, the vehicle data indicative of an intent of the driver controlling the vehicle, and receiving driver-independent data indicative of environmental parameters in front of the vehicle while the vehicle is moving.

[0019] For other features, detecting whether the first hazard is ahead of the vehicle involves using vehicle data and driver-independent data to determine whether the first hazard is ahead of the vehicle.

[0020] For other features, the method further comprises determining a driver confidence value from the vehicle data, determining a danger value from the driver-independent data, and calculating a score from the confidence value and the danger value.

[0021] For other features, detecting whether the first hazard is ahead of the vehicle involves using the score and a threshold to determine whether the first hazard is ahead of the vehicle.

[0022] Further areas of applicability of the present invention will become apparent from the detailed description, the claims, and the drawings. The detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The present invention will be better understood from the detailed description and the accompanying drawings, in which: Fig. 1 shows a functional block diagram of an exemplary vehicle system for controlling evasive maneuvers of a vehicle according to the present invention; Fig. 2 a vehicle that contains parts of the vehicle system Fig. 1, according to the present invention; Fig. 3 a schematic representation of the vehicle from Fig. 2, shows a front hazard vehicle and relevant hazard areas to the left and right of the vehicles according to the present invention; Fig. 4 a schematic representation of the vehicles and one of the danger zones concerned Fig. 3 with detected target objects inside and outside the relevant danger zone according to the present invention; Fig. 5 a schematic representation of the danger area in question Fig. 4 with vectors projected onto detected target objects inside and outside the danger zone in question, according to the present invention; Fig. 6 a schematic representation including the vehicles and one of the danger zones concerned Fig. 4, wherein a target path of an AES maneuver is prevented according to the present invention; and Fig. 7-11 show flowcharts of exemplary control processes for controlling evasive maneuvers of a vehicle according to the present invention.

[0024] Reference symbols may be reused in the drawings to identify similar and / or identical elements. DETAILED DESCRIPTION

[0025] A vehicle may be equipped with Assisted Evasive Steering (AES) to assist drivers in avoiding an object, such as another vehicle on the road. AES is a driver-initiated collision-avoidance steering mechanism that applies additional steering torque to steer the vehicle around the object. This allows the driver to reach the maximum steering angle more quickly and thus avoid a collision with the object. AES is typically activated based on vehicle dynamics (e.g., changes in the vehicle's forward motion in response to driver inputs) and the detected primary hazards ahead of the vehicle. Conventional AES activation does not consider various other hazards (e.g., lateral hazards) in the vehicle's surroundings.Therefore, conventional ARCs may miss potential hazards and / or false-positive activations may occur, each of which may lead to an increased risk of accidents.

[0026] The vehicle systems and methods according to the present invention utilize a created hazard zone adjacent to a vehicle, shaped to match road geometry and a target path of the vehicle, to determine whether hazards are present in the hazard zone and then prevent or enable an AES maneuver for the vehicle depending on whether hazards are present in the hazard zone. For example, as further explained herein, the vehicle systems and methods trigger the AES maneuver to avoid a hazard (e.g., a primary frontal hazard) in front of the vehicle when no other hazard (e.g., a side hazard) is present in the created hazard zone. The vehicle systems and methods thus provide robust and accurate steering assist avoidance solutions while utilizing a low-power computer hardware platform and low-cost sensors.

[0027] With reference to Fig. 1 is a block diagram of an exemplary vehicle system 100 for controlling evasive maneuvers of a vehicle. As shown in Fig. 1, the vehicle system 100 generally includes a control module 102, an AES control module 104, a detection module 106, and various sensors. In the example according to Fig. 1, the sensors may include, as shown, a steering sensor 108 and a braking sensor 110. Additionally, as explained further below, the detection module 106 may include one or more sensors 112 and / or one or more cameras 114.

[0028] Although in Fig. 1 that the vehicle system 100 includes certain modules, one or more other modules may be used if desired. Furthermore, although the vehicle system 100 is shown with several separate modules, any combination of the modules (e.g., the control module 102, the AES control module 104, etc.) and / or their functionality may be integrated into one or more modules. Although the vehicle system 100 is comprised of Fig. 1 is further illustrated with certain sensors, the system 100 and / or other systems may include more or fewer sensors, sensors with different functions, etc.

[0029] In various embodiments, the modules and sensors of vehicle system 100 may communicate with each other and share parameters via a network 116, such as a controller (or car) area network (CAN). In such examples, the parameters may be shared via one or more data buses of network 116. Thus, various parameters from a particular module and / or sensor may be made available to other modules and / or sensors via network 116.

[0030] The system 100 from Fig. 1 may be used in any suitable vehicle, e.g., an electric vehicle (e.g., a pure electric vehicle, a plug-in hybrid electric vehicle, etc.), a vehicle with an internal combustion engine, etc. Furthermore, the system 100 may be used in an autonomous vehicle, a semi-autonomous vehicle, etc. Fig. For example, Figure 2 shows a vehicle (e.g., the host vehicle) 200 with the control module 102 and the AES control module 104 of Fig. 1 and one or more sensors 250 (e.g., the steering sensor 108, the brake sensor 110, sensors / cameras of the detection module 106, etc.) in communication with the control module 102 and / or the AES control module 104.

[0031] With further reference to Fig. 1, the steering sensor 108 may generally monitor torque associated with a steering wheel in the vehicle. For example, the steering sensor 108 may monitor or otherwise detect torque applied by the driver to the steering wheel when the driver steers the vehicle in a left or right direction (e.g., to swerve). The steering sensor 108 may then send a signal indicative of the torque to the control module 102 via the network 116. In other examples, the steering sensor 108 may monitor or otherwise detect torque associated with a torque rod in the vehicle.

[0032] Brake sensor 110 may generally monitor a brake pedal position within the vehicle. For example, brake sensor 110 may monitor or otherwise detect a change in brake pedal position when the driver applies the brake pedal within the vehicle. Brake sensor 110 may then transmit a signal indicating the brake pedal position, brake application, etc., to control module 102 via network 116.

[0033] The detection module 106 may generally receive data related to components within the vehicle and / or the environment outside the vehicle. For example, the detection module 106 may collect data indicative of detected objects, road conditions, weather conditions, braking, etc., and may be used to control various driver assistance systems (e.g., an AES system, etc.). As further explained herein, in various embodiments, the detection module 106 may communicate data indicative of detected objects, road conditions, weather conditions, etc., via the network 116 to the AES control module 104 and / or the control module 102 to control the vehicle's steering.

[0034] In various embodiments, the detection module 106 may include one or more sensing devices. For example, the detection module 106 may include the sensor(s) 112 and / or the camera(s) 114 mounted outside and / or inside the vehicle. In such examples, the sensor(s) 112 may include any suitable type of sensor, such as radar sensors, lidar sensors, ultrasonic sensors, 3D sensors, etc. The sensors may be short-range sensors (e.g., short-range radar (SRR) sensors, etc.) and / or long-range sensors (e.g., long-range radar (LRR) sensors, etc.). In some examples, the camera(s) 114 may include a front-view camera, a left-view camera, and a right-view camera (relative to the vehicle).

[0035] The AES control module 104 controls the vehicle to assist the driver in avoiding an object, such as another vehicle on the road. In such examples, the AES control module 104 may analyze the data received from the detection module 106, the steering sensor 108, the braking sensor 110, etc., and then, if appropriate, provide a signal 118 to automatically control evasive maneuvers of the vehicle. As further explained herein, in various embodiments, the AES control module 104 may be prevented from providing the signal 118 and thus controlling the vehicle due to actions of the control module 102.

[0036] With further reference to Fig. 1, the control module 102 first detects whether there is a general hazard in front of the vehicle (e.g., the host vehicle). In such examples, the hazard may be another vehicle traveling slower than the host vehicle, or one that has stopped in front of the moving host vehicle, etc. In various embodiments, the control module 102 detects the forward hazard based on received data, e.g., vehicle data and / or driver-independent data.

[0037] For example, control module 102 may receive driver-independent data indicative of environmental parameters in front of the host vehicle. In such examples, the driver-independent data may include data related to the other vehicle generally located in front of the host vehicle. Such data may be provided by detection module 106 (e.g., sensor(s) 112 and / or camera(s) 114). Additionally, the control module 102 may receive vehicle data related to one or more parameters of the host vehicle. In such examples, the vehicle data may provide an indication of the intent of the driver controlling the host vehicle. For example, the host vehicle parameters include a steering angle received from the steering sensor 108 and / or a braking signal received from the braking sensor 110 (e.g., the brake pedal position). Based on the received vehicle data, the control module 102 then determines the driver's intent. For example, the control module 102 may determine the driver's intent to swerve to the left if the steering angle (e.g., a representative torque, etc.) indicates that the driver is pulling the steering wheel to the left aggressively, quickly, etc.

[0038] Thereafter, the control module 102 may detect the presence of the frontal hazard based on the vehicle data and driver-independent data. For example, the control module 102 may determine a hazard value associated with a frontal hazard based on the driver-independent data. In such examples, as explained further below, the hazard value may consider various parameters, such as characteristics associated with the hazard / target (e.g., a speed, an acceleration, a lateral position, a longitudinal position, a heading, etc. of the hazard / target), the type of hazard / target, the driver's intent, etc. For example, with respect to the characteristics of the hazard / target, the control module 102 may determine an estimated time to collision (TTC) between the host vehicle and the hazard based on a relative longitudinal distance L Xrel between the host vehicle and the hazard and a relative speed of the hazard VXrel , as shown in equation (1) below. In such examples, the longitudinal distance L Xrel and the speed V Xrel calculated or otherwise determined based on data from the detection module 106. TTC=LXrel−VXrel

[0039] When determining the hazard value, the control module 102 may also determine or classify the associated hazard type. For example, the frontal hazard may be classified as a stopped or stationary object (e.g., one that has not yet moved), a sudden braking hazard (e.g., the host vehicle is following the target object / hazard with adaptive cruise control engaged and the target object / hazard suddenly brakes), a sudden braking hazard with additional actors (e.g., similar to sudden braking, but with leading vehicles performing evasive maneuvers), and a sudden merge hazard (e.g., the target object / hazard moves into an area in front of the host vehicle). Although specific hazard examples are described here, more or fewer hazard types and / or other hazard types may be used if desired.Regardless, each hazard type can be assigned a value that can be used to determine the hazard value.

[0040] Additionally, upon detecting a forward threat, the control module 102 may determine a driver-associated confidence score based on the driver data. In such examples, the confidence score may be a generated value based on the driver's intent (e.g., torque applied to the steering wheel, torque rate, brake pedal application force, etc.).

[0041] The determined confidence value and danger value can then be used to generally evaluate the front target object / frontal hazard. Equation (2) below is an example relationship for determining a frontal hazard score (S). In equation (2), K ttc , K v , K tt and K dcfor determined values ​​for the time to collision (TTC), the speed of the host vehicle, the hazard type, or the driver confidence level. Further, K ttc {TTC}, K v {V Xrel}, K tt {ThreatType} and K dc {DriverConf} in equation (2) represents lookup values ​​for the time to collision (TTC), the speed of the host vehicle, the hazard type, and the driver confidence value, respectively. S=Kttc[TTC]+Kv{VXhost}+Ktt{ThreatType}+Kdc{DriverConf}Kttc+Kv+Ktt+Kdc

[0042] The control module 102 can then determine whether the target object / hazard is an actual hazard in front of the vehicle based on the frontal hazard score (S) and a threshold. For example, the control module 102 can compare the frontal hazard score (S) to a specified threshold. If the frontal hazard score (S) is greater than or equal to the specified threshold, the control module 102 can determine that the hazard is in front of the vehicle. In various embodiments, the score (S) can be within a suitable range, e.g., between 0 and 1. In such examples, the specified threshold can be a suitable value within the range, such as 0.5, 0.6, 0.7, etc.

[0043] After the control module 102 detects the hazard ahead of the host vehicle, it may then determine a host vehicle path for an AES maneuver to avoid the hazard. In various embodiments, the path determined for the AES maneuver (e.g., a target path) may include a heading (left or right) of the host vehicle based, for example, on the driver's intent, the kinematics of the hazard / target object, etc.

[0044] In various embodiments, the control module 102 then creates a relevant hazard zone for the AES maneuver to the side of the host vehicle along the determined path of the host vehicle. For example, if the determined path is to the left of the frontal hazard, the control module 102 may create a hazard zone (e.g., a left hazard zone) along the left side of the host vehicle. If the determined path is to the right of the frontal hazard, the control module 102 may create a hazard zone (e.g., a right hazard zone) along the right side of the host vehicle.

[0045] The left and / or right hazard zones can have any suitable shape. For example, the hazard zone in question can be created as an irregular polygon shape. In such examples, the irregular polygon shape can generally be defined by a boundary corresponding to the geometry of the road on which the host vehicle is traveling. Such road geometry data can be obtained, for example, by the detection module 106, a mapping application, etc.

[0046] For example, Fig. 3 a schematic representation with the host vehicle 200 from Fig. 2 and a front hazard vehicle 300 driving on a road 302. In the example according to Fig. 3, the road 302 includes a center lane 304 defined by lane lines 306, 308, and opposing lanes 310, 312 on the left and right sides of the center lane 304. The left lane 310 is defined by a lane line 314 and lane line 306, and the right lane 312 is defined by lane line 316 and lane line 308.

[0047] In such examples, the host vehicle 200 includes the control module 102 of Fig. 1, which the vehicle 300 identifies as a hazard (as explained above). The control module 102 then determines a path of the host vehicle 200 for an AES maneuver to avoid a hazard zone 318 associated with the vehicle 300. If the target path is to the left, the control module 102 creates a subject hazard zone 320 to the left of the host vehicle 200 and the vehicle 300 (e.g., along the target path of the host vehicle 200), as explained below. However, if the target path is to the right, the control module 102 creates a subject hazard zone 330 to the right of the host vehicle 200 and the vehicle 300, similar to the left hazard zone 320.

[0048] As in Fig. 3, the left hazard zone 320 is generally an irregular polygonal shape defined by a boundary corresponding to the geometry of the road 302 (e.g., the left lane 310). In the example of Fig. 3, the boundary of the left danger zone 320 generally includes the sides 322, 324,326,328 with lateral vertices (relative to the host vehicle 200), as in Fig. 3. In such examples, the control module 102 may create the lateral vertices based on various parameters related to the road, the host vehicle 300, the hazard vehicle 200, etc. For example, the lateral vertices may be created based on the width of the roadway 310, the target trajectory of the host vehicle 200, an area associated with the hazard vehicle 300 (e.g., the hazard zone 318), the kinematics (e.g., position and velocity) of the hazard vehicle 300, the width of the host vehicle 200, a calibratable comfort zone, etc. Once the lateral vertices are created, the control module 102 may then connect (or enclose) the lateral vertices to delimit the left hazard zone 320.

[0049] Additionally, in some embodiments, the left and right danger areas 320, 330 may be created with one or more tapers, as shown in Fig. 3. The left hazard zone 320 is illustrated with tapers 334, 336 at a rear portion of the zone 320. Likewise, the right hazard zone 330 may have similar tapers (if applicable). In such examples, the tapers 334, 336 (e.g., recesses from the zone 320) may compensate for the lack of a rearview camera in the host vehicle 200. In some examples, the control module 102 may Fig. 1 create the tapers 334, 336 when creating the hazard zone 320 (or the hazard zone 330) by offsetting the rearmost vertices of the hazard zone inward, thereby increasing the availability of the features.

[0050] In various embodiments, the control module 102 may be Fig. 1 the danger zone (e.g. a critical danger zone) 318 around the vehicle 300 Fig. 3. As explained further below, in such examples, the hazard zone 318 may be constructed similarly to the left and right hazard zones. For example, the control module 102 may create longitudinal vertices based on parameters related to the road (e.g., a width of the travel lane 304, etc.), the kinematics associated with the hazard vehicle 300, etc. Once the longitudinal vertices are created, the control module 102 may then connect (or enclose) the vertices to delimit the hazard zone 318. In such examples, the control module 102 may exclude the front hazard zone 318 from the left hazard zone 320 or right hazard zone 330, which in turn may reduce the number of false positive activations associated with the detection of target objects as side hazards in the zone 320, 330, as explained further below.

[0051] With further reference to Fig. 1, the control module 102 may determine whether another hazard (e.g., a side hazard) is located in the created hazard area of ​​interest. For example, based on data obtained, for example, from the detection module 106, the control module 102 may identify one or more side hazards generally located to the side of the host vehicle 200. Fig. 3. In various embodiments, the control module 102 may detect characteristics associated with the lateral hazards, such as the hazard type (e.g., car, semi-truck, etc., based on the size of the hazard), the speed of the hazard, etc.

[0052] In various embodiments, the control module 102 may identify the target / hazard as a single-point-based target with respect to the lateral hazard zone (e.g., the left hazard zone 320 or the right hazard zone 330 of Fig. 3) Transpose. In such examples, transposing the target object (e.g., a vehicle to the side of the host vehicle 200) into a single-point-based target object can minimize the noise reported by multiple sensors and cameras of the detection module 106, e.g., the dropping / bouncing / returning of a target object or splitting a long tractor-trailer into multiple target objects to avoid trajectory jumps.

[0053] For example, Fig. 4 a schematic representation with the host vehicle 200 and the front hazard vehicle 300 from Fig. 3 traveling on road 302. In this example, the control module 102 has selected the left hazard zone 320 from Fig. 3. As in Fig. 4, the control module 102 has detected various hazards generally located to the side of the host vehicle 200, such as hazards 430, 432, 434, 440, 450, 452, 454. In such examples, hazards 430, 432, 434 (triangular) may be considered a target object (e.g., multiple target objects merged together), hazard 440 (oval) may be a target object detected by a camera, and hazards 450, 452, 454 (square) may be target objects detected by radar. In various embodiments, a confidence level (e.g., low, medium, high, etc.) may be assigned to each detected hazard, if desired. Although in Fig. 4 is not shown, it should be noted that a similar danger zone (e.g. the right danger zone 330 from Fig. 3) can be created to the right of the host vehicle 200, with the hazards identified therein where appropriate.

[0054] The control module 102 from Fig. 1 can then determine whether any of the detected lateral hazards are located within the created hazard zone of interest. In various embodiments, the control module 102 can make this determination based on a projected vector. For example, the control module 102 can generate a vector projected laterally from each detected hazard.

[0055] For example, Fig. 5 a schematic representation with the left danger zone 320 from Fig. 3 and various detected hazards 502, 504, 506. As shown, the left hazard area 320 includes the boundary sides 322, 324. In the example according to Fig. 5 For each detected hazard 502, 504, 506, a checkpoint can be created that is laterally removed (e.g., far away) from the host vehicle 200 Fig. 3 and the hazard zone 320. In some examples, each test point may be located between the host vehicle 200 and the nearest boundary side of the hazard zone (e.g., boundary side 324). The control module 102 then causes a vector 508, 510, 512 to be projected from the test point to the corresponding detected hazard 502, 504, or 506, respectively.

[0056] The control module 102 can determine, based on the vectors 508, 510, 512, whether the detected hazards 502, 504, 506 are located within the left hazard area 320. For example, the control module 102 can count the number of intersections of the vector (e.g., a test line) with the boundary sides 322, 324 of the left hazard area 320. If the number of intersections is an even number (e.g., zero intersections or two intersections), the control module 102 can infer that the associated detected hazard is not within the hazard area 320. However, if the number of intersections is an odd number (e.g., one), the control module 102 can infer that the associated detected hazard is within the hazard area 320. In the example according to Fig. 5, vector 508 does not intersect hazard area 320 (e.g., zero intersection points) before encountering hazard 502. As can be seen, hazard 502 is therefore not located in the area 320 in question. Likewise, vector 512 intersects hazard area 320 at both boundary sides 322, 324 (e.g., two intersection points 514, 516) before encountering hazard 506. Therefore, hazard 506 is not located in the area 320 in question. However, vector 510 intersects hazard area 320 at one boundary side 324 (e.g., one intersection point 518) before encountering hazard 504. Therefore, hazard 504 is located in the area 320 in question.

[0057] In various embodiments, the control module 102 may be Fig. 1 Track target objects in the environment of the host vehicle 200, even in the event of a noisy sensing event. For example, the control module 102 may periodically monitor traces of target objects (e.g., the merged target objects / hazards 430, 432, 434 from Fig. 4). In the event of a noisy sensing event (such as a target falling, jumping, returning, etc.), the control module 102 may implement an object continuation algorithm to track noisy targets. In such examples, the control module 102 may steady a noisy target based on the most recently known kinematic information. For example, the control module 102 determines kinematic information associated with a lateral target / threat (e.g., based on data obtained from the detection module 106) and tracks it based on the kinematic information. If a sensing event occurs that is so noisy that the current kinematic information is no longer available, the control module 102 may resume tracking the target based on one or more previous values ​​of the kinematic information.In such examples, the control module 102 may continue to use the propagated kinematic information to track the target object until the noisy perceptual event ends or the confidence in the propagated information falls below a threshold.

[0058] For example, the following equations (3)-(5) provide relationships for the update of kinematic information for a target object. In equations (3) and (4), the positions (I xp , I yp ) of the target object in x- and y-direction (e.g. -plane) based on the last known positions (I x , I y ) in x- and y-direction, the derivative of the last known velocity components (v x , v y) in the x- and y-direction (e.g., acceleration) and the last known heading angle (h). Furthermore, in equation (5), a heading (h) can be calculated as a function of the last known heading angle rate or yaw (γ) and a bank angle (φ). lxp=(lx+vxdt)cos(hdt)+(ly+vydt)sin(hdt) lyp=−(lx+vxdt)sin(hdt)+(ly+vydt)cos(hdt) h=f(γ,φ)

[0059] With further reference to Fig. 1, the control module 102 generates one or more signals and sends them to the AES control module 104, depending on whether a detected hazard is located in a respective lateral hazard zone. For example, the control module 102 may, after determining that a detected hazard is located in the hazard zone (e.g., in the left hazard zone 320 of the Fig. 4-5), generate and transmit a control signal to the AES control module 104, thereby preventing the AES control module 104 from initiating control of the host vehicle 200 according to a particular AES maneuver along the target path. Alternatively, the control module 102 may generate and transmit a control signal to the AES control module 104, thereby enabling the AES control module 104 to initiate control of the host vehicle 200 according to a particular AES maneuver along the target path if it determines that a detected hazard is not within the hazard zone. In other embodiments, the control module 102 may not generate and transmit a control signal to the AES control module 104 if a detected hazard is not within the hazard zone. In such examples, the AES control module 104 may proceed with the AES maneuver.

[0060] For example, Fig. 6 a schematic representation with the host vehicle 200 and the front hazard vehicle 300 from Fig. 4 traveling on road 302. In this example, the control module 102 detects Fig. 1 the hazardous vehicle 300, creates the danger zone 318 from Fig. 3 around the hazardous vehicle 300, determines (e.g., based on information from the AES control module 104, the detection module 106, etc.) a target path 670 of a left AES maneuver for the host vehicle 200 to avoid the hazardous vehicle 300, creates the left hazard area 320 from Fig. 4 (without the danger zone 318) and then determines that the hazards 430, 434, 440, 450, 454 result from Fig. 4 are located in the left hazard zone 320, as explained here. Once it is determined that one of the hazards 430, 434, 440, 450, 454 is located in the left hazard zone 320, the control module 102 prevents the AES control module 104 from initiating control of the host vehicle 200 according to the target path 670.

[0061] Fig. 7-11 shows exemplary control processes 700, 800, 900, 1000, 1100 that the vehicle system 100 from Fig. 1 for controlling evasive maneuvers of a vehicle (e.g. the vehicle 200 from Fig. 2). Although the exemplary control processes 700, 800, 900, 1000, 1100 with respect to the vehicle system 100 of Fig. 1 including the control module 102, each of the control processes 700, 800, 900, 1000, 1100 may also be performed by another suitable system.

[0062] In Fig. 7, the control process 700 begins at 702, where the control module 102 determines whether a frontal hazard (e.g., the vehicle 300) is in front of the host vehicle (e.g., the vehicle 200 from Fig. 2). This determination may be made, for example, based on vehicle data and / or driver-independent data obtained from the steering sensor 108, the braking sensor 110, and the sensors 112 and cameras 114 of the detection module 106, as discussed above. If "No" at 702, control returns to 702. However, if a frontal threat is detected at 702, control transfers to 704, where the control module 102 (or the AES control module 104) determines a vehicle target path for an AES maneuver of the host vehicle. Control then transfers to 706.

[0063] At 706, the control module 102 creates a subject hazard area corresponding to the target path. For example, if the target path is to the left, the control module 102 generally creates a subject hazard area to the left of the host vehicle. In such examples, the control module 102 may create the subject hazard area as an irregular polygon shape defined by a boundary corresponding to the geometry of the road, as explained above. Control then transfers to 708.

[0064] At 708, the control module 102 determines whether a hazard has been detected in the created subject hazard zone. For example, the control module 102 may identify various target objects to the side of the host vehicle and then determine whether any of the target objects are within the subject hazard zone. In such examples, the detected target objects within the hazard zone may be flagged as a hazard. If "No" at 708, control transfers to 710, where the control module 102 allows initiation of the AES maneuver (e.g., by the AES control module 104), as explained herein. Control may then return to 702, as shown. Otherwise, if "Yes" at 708, control transfers to 712, where the control module 102 prevents initiation of the AES maneuver, as explained herein. Control may then return to 702.

[0065] In Fig. 8, the control process 800 begins at 802, 808. At 802, the control module 102 detects or recognizes a target object in front of the host vehicle (e.g., vehicle 200 from Fig. 2) e.g., based on data provided by detection module 106. Control then transfers to 804, where control module 102 calculates one or more characteristics associated with the target object, e.g., a speed, acceleration, position (e.g., in the x and y directions), heating, etc. of the target object. Such characteristics may be calculated using data provided by detection module 106. Control then transfers to 806, where control module 102 evaluates the detected forward target object and determines a threat level based on one or more of the calculated characteristics, e.g., based on host vehicle dynamics and target object characteristics, as explained herein. Control then transfers to 814. At 808, control module 102 monitors one or more driver inputs associated with the host vehicle. The control module 102 may, for example, receive driver inputs from the steering sensor 108 and / or the brake sensor 110 Fig. 1. Control then transfers to 810, where control module 102 determines the driver's intent based on the monitored inputs. For example, control module 102 may determine an intent (e.g., steer left, etc.) based on the angle of rotation of the steering wheel, a torque applied to the steering wheel, a torque rate, the application of the vehicle brakes, etc. Control then transfers to 812, where control module 102 determines the degree of confidence in the driver's intent and direction, as explained herein. Control then transfers to 814.

[0066] At 814, the control module 102 calculates a total score associated with the frontal hazard level and the driver confidence level. The total score may be calculated according to equation (2) above. Control then transfers to 816.

[0067] At 816, the control module 102 determines whether the calculated score is greater than a defined threshold. For example, the total score can be between 0 and 1, and the defined threshold can be 0.5, 0.6, 0.7, etc. If "No" at 816, control returns to 802, 808. However, if the total score is greater than the threshold determined at 816, control proceeds to 818.

[0068] At 818, the control module 102 determines whether there are any lateral hazards (e.g., other vehicles) to the side of the host vehicle that match the driver's intent. For example, if the driver intends to steer left, the control module 102 may determine whether there are any objects on the left side of the host vehicle. In various embodiments, the control module 102 makes this decision based on the data received from the detection module 106, as explained herein. Control transfers to 820, where the control module 102 determines whether there are no hazards on the side (e.g., the side). If there are no hazards (e.g., because hazards are present), control returns to 802, 808. Otherwise, if the side is clear of hazards at 820, control transfers to 822, 824.

[0069] As explained herein, at 822, the control module 102 calculates or otherwise determines an AES target path for the host vehicle to avoid the frontal hazard, and then at 824, determines whether any hazards (e.g., other vehicles) are located along the target path. Control transfers to 826, where the control module 102 determines whether the target path is clear of hazards, as explained above. If it is not (e.g., because hazards are located in the AES path), control returns to 802, 808. Otherwise, if the target path is clear of hazards at 826, control transfers to 828.

[0070] At 828, the control module 102 enables the initiation of an AES maneuver along the target path (e.g., via the AES control module 104 from Fig. 1), as explained here. Control then transfers to 830, where the AES control module 104 steers the host vehicle along the AES target path until it has avoided the frontal hazard and reached a desired position and heading. Control then returns to 802, 808.

[0071] In Fig. 9, the control process 900 begins at 902, where the control module 102 determines whether an AES functional system is activated in the host vehicle (e.g., in the vehicle 200 of Fig. 2). If not, control returns to 902 or can be exited. If "Yes" at 902, control proceeds to 904, 906.

[0072] At 904, the control module 102 establishes a target object region and a relative position of the target object region to the host vehicle. For example, the control module 102 may establish the target object region from a single-point-based target object using target object size estimation (e.g., from the data obtained from the detection module 106). At 906, the control module 102 assigns each target object (e.g., each fused target object 430, 432, 434 from Fig. 4) then assigns a specific track in the target object area. Control then passes to 910, 922.

[0073] At 910, the control module 102 detects whether a noisy sensing event has occurred. In such examples, the noisy sensing event may be, for example, a target object falling, bouncing, returning, etc. In other examples, the noisy sensing event may be a detected target object track identifier that has been dropped. If "No" at 910, control returns to 902 as shown or, if desired, to 910. If "Yes" at 910, control transfers to 912.

[0074] At 912, the control module 102 determines whether each target has returned to its merged target track. The control module 102 may make this determination, for example, when both relationships shown in equations (6) and (7) below are true. In such examples, I x , I y for the last known positions in x and y directions, I xp , I ypfor the calculated positions of the target object, as determined in equations (2) and (4) above, and d x , d y for thresholds. If each target object has returned to its merged target object track (e.g., if both equations (6) and (7) are true for each target object), control transfers to 918. However, if each target object has not returned to its merged target object track (e.g., both equations (6) and (7) are false for a target object), control transfers to 914. |lx−lxp| <dx |ly−lyp| <dy

[0075] At 914, the control module 102 steadys the targets that have not returned to their merged target tracks using the last known kinematic information, as explained above. For example, the control module 102 may apply equations (3)-(5) above to steady such targets. Control transfers to 916, 922.

[0076] At 916, the control module 102 determines whether the confidence level for steady targets is below a threshold or whether the targets have returned to their merged target tracks. If not, control transfers to 920, where the control module continues to monitor the steady targets. Control then returns to 912. If "yes" at 916, control transfers to 918, where the control module stops monitoring the steady targets. Control may then be terminated, if desired.

[0077] At 922, the control module 102 appends the merged target track(s) to the corresponding continuous target track(s) to maintain continuity of the target evaluation. Control then transfers to 924, where the control module 102 creates a respective hazard zone, as explained herein.

[0078] In Fig. 10, the control process 1000 begins at 1002, where the control module 102 determines whether an AES functional system is activated in the host vehicle (e.g., in the vehicle 200 of Fig. 2) and a frontal hazard is detected as described herein. If not, control returns to 1002 or may exit. If "Yes" at 1002, control transfers to 1004, where the control module 102 monitors a target path of the host vehicle and estimates an alternative path (e.g., an AES path) to avoid the frontal hazard. Control then transfers to 1006.

[0079] At 1006, the control module 102 begins creating a respective forward hazard zone. Specifically, at 1006, the control module 102 creates longitudinal vertices of the respective forward hazard zone based on, for example, the kinematics of the frontal hazard (e.g., depending on the position, speed, etc. of the frontal hazard). The control module 102 can then connect the longitudinal vertices with a boundary (e.g., enclosing) to create the respective forward hazard zone. Control then transfers to 1008.

[0080] At 1008, the control module 102 determines whether the AES path is to the left. If yes, control transfers to 1010, where the control module allocates side vertices to the left of the host vehicle and then connects (e.g., encloses) the side vertices to delineate a respective left hazard zone (which excludes the forward hazard zone), as explained herein. Control then transfers to 1014. If "no" at 1008 (e.g., because the AES path is to the right), control transfers to 1012, where the control module allocates side vertices to the right of the host vehicle and then connects (e.g., encloses) the side vertices to delineate a respective right hazard zone (which excludes the forward hazard zone), as explained herein. Control then transfers to 1014.

[0081] At 1014, the control module 102 determines whether the AES path is clear. For example, the control module 102 may determine whether a detected target object / hazard is located in the relevant left or right hazard zone (depending on which hazard zone was created at 1010, 1012). If "Yes" at 1014, control transfers to 1016, where the control module 102 allows the initiation of the AES maneuver (e.g., by the AES control module 104), as explained herein. Control may then end as shown or return to 1002. Otherwise, if "No" at 1014, control transfers to 1018, where the control module 102 prevents the initiation of the AES maneuver, as explained herein. Control may then end as shown or return to 1002. In Fig. 11, the control process 1100 begins at 1102, where the control module 102 determines whether an AES functional system is activated in the host vehicle (e.g., in the vehicle 200 of Fig.2), a frontal hazard is detected and a side is determined for an AES maneuver, as explained here. If not, control returns to 1102 or can be terminated. If "Yes" at 1102, control proceeds to 1104, 1106, 1108, 1110.

[0082] At 1104, the control module 102 creates a pertinent hazard zone on the side for the AES maneuver, as explained above. At 1106, the control module 102 may then create one or more tapers at a rear portion of the pertinent hazard zone to suppress false detections, as explained above. At 1108, the control module 102 detects target objects on the side of the host vehicle where the AES maneuver is planned, as explained herein. The control module 102 then selects one of the detected target objects at 1110. Control then transfers to 1112.

[0083] At 1112, control module 102 projects a vector from (or to) the selected target object to (or from) a lateral inspection point, as explained above. Control then transfers to 1114, where control module 102 determines how many times the vector intersects the boundary of the relevant hazard area. Control then transfers to 1116.

[0084] At 1116, the control module 102 determines whether the number of vector intersections is an odd number (e.g., 1). If so, the target object is considered to be within the relevant hazard area at 1118. Control then transfers to 1122. However, if the number of vector intersections is not an odd number (e.g., an even number like 0 or 2), the target object is considered to be outside the relevant hazard area at 1120. Control then transfers to 1122.

[0085] At 1122, the control module 102 determines whether the target objects detected at 1108 are still present. If so, the control module 102 selects the next detected target object at 1124. Control then returns to 1112. If "No" at 1122, control transfers to 1126, where the control module 102 determines whether any of the detected target objects are considered a hazard within the subject hazard zone. If "No" at 1126, control transfers to 1128, where the control module 102 permits initiation of the AES maneuver (e.g., by the AES control module 104), as explained herein. Control may then end. Otherwise, if "Yes" at 1126, control transfers to 1130, where the control module 102 prohibits initiation of the AES maneuver, as explained herein. Control may then end.

Claims

[1] Vehicle system (100) for controlling evasive maneuvers of a vehicle (200), the vehicle system (100) comprising: an assistance steering avoidance module (AES module) (104) configured to automatically steer the vehicle (200); and a control module (102) connected to the AES module (104), the control module (102) being configured to: to detect whether there is a first danger in front of the vehicle (200); after detecting the first hazard in front of the vehicle (200), determine a vehicle path for an AES maneuver to avoid the first hazard in front of the vehicle (200); to create a relevant hazard zone to the side of the vehicle (200) along the vehicle path for the AES maneuver; to determine whether there is a second hazard in the hazard area in question; and after determining that a second hazard is present in the hazard area in question, to prevent the AES module (104) from initiating vehicle control in accordance with the AES maneuver; where: (i) the danger zone in question is an irregular polygonal shape defined by a boundary corresponding to the geometry of a road on which the vehicle (200) is moving; or (ii) the control module (102) is configured to establish vertices of the boundary based on one or more of the following aspects: the width of a lane, the trajectory of the vehicle (200), an area associated with the first hazard in front of the vehicle (200), and a width associated with the vehicle (200); or (iii) the control module (102) is designed to: detecting the second hazard to the side of the vehicle (200) during its movement based on data received from one or more sensors; and to project a vector to determine whether the second hazard is located in the hazard zone in question; or (iv) the control module (102) is designed to: receive vehicle data associated with one or more vehicle parameters while the vehicle (200) is moving, the vehicle data indicating an intent of the driver controlling the vehicle (200); receive driver-independent data indicating environmental parameters in front of the vehicle (200) while the vehicle (200) is moving; and to determine, based on the vehicle data and the driver-independent data, whether the first hazard is in front of the vehicle (200). [2] Vehicle (200) with the vehicle system (100) according to claim 1, which is designed to control evasive maneuvers of the vehicle (200).

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