SYSTEM AND METHOD FOR WEATHERING TRAFFIC SIGNAL CONGESTIONS
Patent Information
- Application Number
- DE102024112283
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-07-31
- Filing Date
- 2024-05-02
- Publication Date
- 2025-02-06
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
INITIATIONThe present description relates to advanced driver assistance and automated driving systems and methods for vehicles, and more particularly to systems and methods for mitigating traffic jams for a vehicle.To increase occupant attention and comfort, vehicles may be equipped with advanced driver assistance systems (ADAS) and / or automated driving systems (ADAS). ADAS systems may use various sensors such as cameras, radar, and LiDAR to detect and identify objects in the environment of the vehicle, including other vehicles, pedestrians, road configurations, and traffic signs. ADAS systems may take action, e.g., brake or warn occupants of the vehicle, based on environmental conditions around the vehicle. However, current ADS systems may not consider additional factors that may affect occupant experiences. Thus, for example, traffic signals may become congested because the driver's reaction time and attention vary.ADAS and ADAS systems and methods, while achieving their intended purpose, there is a need for a new and improved system and method for mitigating traffic jams for a vehicle.DESCRIPTIONIn several aspects, a system for mitigation of traffic jams for a vehicle is provided. The system includes a plurality of vehicle sensors, an automated driving system, and a controller in electrical communication with the plurality of vehicle sensors and the automated driving system. The controller is programmed to determine a traffic signal phase of a traffic signal in an environment surrounding the vehicle using the plurality of vehicle sensors. The traffic signal phase comprises either a red phase or a green phase. The controller is further programmed to activate the automated driving system to drive the vehicle for a predetermined maximum amount of time when it determines that the traffic signal phase is the green phase. The controller is further programmed to deactivate the automated driving system when it determines that the predetermined maximum time period has elapsed.In another aspect of the present description, the plurality of vehicle sensors further includes a camera system. In order to determine the traffic signal phase, the control unit is further programmed to capture an image of the environment of the vehicle including the traffic signal with the camera system. To determine the traffic signal phase, the controller is further programmed to determine the traffic signal phase in the image using a computer vision algorithm.In another aspect of the present description, the plurality of vehicle sensors further includes a vehicle communication system. To determine the traffic signal phase, the controller is further programmed to receive a signal phase and timing (SPaT) message from the traffic signal using the vehicle communication system. The SPaT message contains the traffic signal phase.In another aspect of the present description, the plurality of vehicle sensors further includes a vehicle communication system. To determine the traffic signal phase, the controller is further programmed to receive vehicle-to-vehicle communication (V2V) from a remote vehicle. The V2V communication includes the traffic signal phase.In another aspect of the present description, the controller is further programmed to determine a system enable state to enable the automated driving system to drive the vehicle. The system enable state includes one of a system active or a system inactive state. To activate the automated driving system for driving the vehicle, the controller is further programmed to activate the automated driving system for driving the vehicle when it determines that the system activation state is the system active state and the traffic signal phase is the green phase. To activate the automated driving system to drive the vehicle, the controller is further programmed to start a first timer in response to determining that the system activation state is the system active state and the traffic signal phase is the green phase.In another aspect of the present description, the system activation state determination controller is further programmed to determine a driving mode of the vehicle. The driving mode includes either a forward driving mode or a non-forward driving mode. To determine the system enable state, the controller is further programmed to determine a brake hold state of the vehicle. The brake hold state includes either an active or an inactive brake hold state. To determine the system enable state, the controller is further programmed to determine an accelerator pedal position of the vehicle. To determine the system active state, the controller is further programmed to determine the system active state as the system active state when it determines that the driving mode is the forward driving mode, the brake hold state is the active brake hold state, and the accelerator pedal position is less than or equal to a predetermined accelerator pedal position threshold.In another aspect of the present description, the automated driving system deactivation controller is further programmed to prompt a vehicle occupant to deactivate the automated driving system when a value of the first timer is determined to be greater than or equal to a predetermined first timer threshold. To deactivate the automated driving system, the controller is further programmed to start a second timer when it determines that the value of the first timer is greater than or equal to the predetermined first timer threshold. To deactivate the automated driving system, the controller is further programmed to deactivate the automated driving system when it determines that a value of the second timer is greater than or equal to a predetermined second timer threshold. The predetermined maximum time period is equal to the sum of the predetermined first timer threshold and the predetermined second timer threshold.In another aspect of the present description, the plurality of vehicle sensors further includes a vehicle communication system. To disable the automated driving system in response to determining that the value of the second timer is greater than or equal to the predetermined second timer threshold, the controller is further programmed to activate a warning light of the vehicle. To deactivate the automated driving system in response to determining that the value of the second timer is greater than or equal to the predetermined second timer threshold, the controller is further programmed to send a vehicle-to-everything (V2X) message via the vehicle communication system. The V2X message indicates that the automated driving system is deactivated. To disable the automated driving system in response to determining that the value of the second timer is greater than or equal to the predetermined second timer threshold, the controller is further programmed to disable the automated driving system.In another aspect of the present description, the automatic driving system deactivation controller is further programmed to continuously monitor an accelerator pedal position of the vehicle. To deactivate the automated driving system, the controller is further programmed to continuously monitor a brake pedal position of the vehicle. To deactivate the automated driving system, the controller is further programmed to deactivate the automated driving system when it determines that the accelerator pedal position is greater than or equal to a predetermined accelerator pedal position threshold. To deactivate the automated driving system, the controller is further programmed to deactivate the automated driving system when it determines that the brake pedal position is greater than or equal to a predetermined brake pedal position threshold.In another aspect of the present description, the controller is further programmed to inform a vehicle occupant of the status of the automated driving system. The status of the automated driving system includes an active state, an pending deactivation state, and an inactive state.In several aspects, a method for mitigating traffic jams for a vehicle is provided. The method includes determining a traffic signal phase of a traffic signal in an environment surrounding the vehicle using a plurality of vehicle sensors. The traffic signal phase comprises either a red phase or a green phase. The method also includes activating an automated driving system to drive the vehicle for a predetermined maximum amount of time when the traffic signal phase is determined to be the green phase. The method also includes disabling the automated driving system in response to determining that the predetermined maximum time period has elapsed.In another aspect of the present description, determining the traffic signal phase may further include receiving a signal phase and time measurement (SPaT) message from the traffic signal using a vehicle communication system. The SPaT message contains the traffic signal phase.In another aspect of the present description, activation of the automated driving system to drive the vehicle may further include determining a system activation state. The system enable state includes one of a system active or a system inactive state. Activation of the automated driving system to drive the vehicle may further include activation of the automated driving system to drive the vehicle in response to determining that the system activation state is the system active state and the traffic signal phase is the green phase. Activation of the automated driving system to drive the vehicle may further include starting a first timer in response to determining that the system activation state is the system active state and the traffic signal phase is the green phase.In another aspect of the present description, the determination of the system activation state may further include the determination of a driving mode of the vehicle. The driving mode includes either a forward driving mode or a non-forward driving mode. Determining the system enable state may further include determining a brake hold state of the vehicle. The brake hold state includes one of an active or inactive brake hold state. The determination of the system enable state may further include determining an accelerator pedal position of the vehicle. The determining the system enable state may further include determining the system enable state as the system enable state in response to determining that the driving mode is the forward driving mode, the brake hold state is the active brake hold state, and the accelerator pedal position is less than or equal to a predetermined accelerator pedal position threshold.In another aspect of the present description, disabling the automated driving system may further include prompting a vehicle occupant to disable the automated driving system when it is determined that a value of the first timer is greater than or equal to a predetermined first timer threshold. Disabling the automated driving system may further include starting a second timer in response to determining that the value of the first timer is greater than or equal to the predetermined first timer threshold. Disabling the automated driving system may further comprise disabling the automated driving system in response to determining that a value of the second timer is greater than or equal to a predetermined second timer threshold. The predetermined maximum time period is equal to the sum of the predetermined first timer threshold and the predetermined second timer threshold.In another aspect of the present description, disabling the automated driving system may further include enabling a warning light of the vehicle in response to determining that a value of the second timer is greater than or equal to a predetermined second timer threshold. Disabling the automated driving system in response to determining that a value of the second timer is greater than or equal to a predetermined second timer threshold may further include transmitting a vehicle-to-everything (V2X) message using a vehicle communication system. The V2X message indicates that the automated driving system is deactivated. Disabling the automated driving system in response to determining that a value of the second timer is greater than or equal to a predetermined second timer threshold may further comprise disabling the automated driving system.In another aspect of the present description, disabling the automated driving system may further include monitoring an accelerator pedal position of the vehicle. Disabling the automated driving system may further include monitoring a brake pedal position of the vehicle. The deactivation of the automated driving system may further comprise deactivating the automated driving system in response to determining that the accelerator pedal position is greater than or equal to a predetermined accelerator pedal position threshold. Disabling the automated driving system may further comprise disabling the automated driving system in response to determining that the brake pedal position is greater than or equal to a predetermined brake pedal position threshold.In several aspects, a system for mitigation of traffic jams for a vehicle is provided. The system includes a vehicle communication system, an automated driving system, a display, and a controller in electrical communication with the vehicle communication system, the automated driving system, and the display. The controller is programmed to receive a signal phase and time control (SPaT) message via the vehicle communication system. The SPaT message includes a traffic signal phase of a traffic signal in an environment surrounding the vehicle. The traffic signal phase comprises either a red phase or a green phase. The controller is further programmed to determine a system enable state. The system enable state includes one of a system active or a system inactive state. The controller is further programmed to activate the automated driving system to drive the vehicle when it determines that the system activation state is the system active state and the traffic signal phase is the green phase. The controller is further programmed to start a first timer in response to determining that the system enable state is the system enable state and the traffic signal phase is the green phase. The controller is further programmed to prompt an occupant of the vehicle to disable the automated driving system using the display when a value of the first timer is determined to be greater than or equal to a predetermined first timer threshold. The controller is further programmed to start a second timer when it determines that the value of the first timer is greater than or equal to the predetermined first timer threshold. The controller is further programmed to deactivate the automated driving system when it determines that a value of the second timer is greater than or equal to a predetermined timer threshold.In another aspect of the present description, the control unit for disabling the automated driving system is further programmed to activate a warning light of the vehicle. To deactivate the automated driving system, the controller is further programmed to send a vehicle-to-everything (V2X) message via the vehicle communication system and deactivate the automated driving system. The V2X message indicates that the automated driving system is deactivated.In another aspect of the present description, the automatic driving system deactivation controller is further programmed to continuously monitor an accelerator pedal position of the vehicle. To deactivate the automated driving system, the controller is further programmed to continuously monitor a brake pedal position of the vehicle. To deactivate the automated driving system, the controller is further programmed to deactivate the automated driving system when it determines that the accelerator pedal position is greater than or equal to a predetermined accelerator pedal position threshold. To deactivate the automated driving system, the controller is further programmed to deactivate the automated driving system when it determines that the brake pedal position is greater than or equal to a predetermined brake pedal position threshold.Further areas of application will become apparent from the present description. It is to be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.BRIEF DESCRIPTION OF THE DRAWINGSThe drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present description in any way. FIG. 1 is a schematic illustration of a traffic congestion mitigation system for a vehicle, according to an example embodiment; FIG. 2 is a flow diagram of a method for mitigation of traffic jams for a vehicle, according to an example embodiment; and FIG. 3 is a flow diagram of a method for disabling an automated driving system, according to an example embodiment.DETAILED DESCRIPTIONThe following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or use.When a platoon of vehicles stops at an intersection controlled by a controller and switches the controller to green, delays in human response time and variations in driver attention may result in the vehicles accelerating at different times and / or at different speeds. These variations in acceleration can result in a reduction in throughput at the intersection because the variations propagate back through the platoon of vehicles and often increase in size. Therefore, the present description provides a new and improved traffic congestion mitigation system and method for vehicles that enables synchronous acceleration of vehicles at the intersection.Referring now to FIG. 1, a system for mitigating traffic jams for a vehicle is shown and generally designated by reference numeral 10. The system 10 is shown with an example vehicle 12. Although a passenger car is depicted, the vehicle 12 may be any type of vehicle without departing from the scope of the present description. The system 10 generally includes a controller 14, a plurality of vehicle sensors 16, an automated driving system 18, and a display 20.The controller 14 is used to implement a method 100 for mitigation of traffic jams for a vehicle, as described below. The controller 14 includes at least one processor 22 and a non-transitory computer readable device or medium 24. the processor 22 may be a custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among multiple processors connected to the controller 14, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally an apparatus for executing instructions. The computer readable devices or media 24 may include volatile and non-volatile memory, such as read only memory (ROM), random access memory (RAM), and keep alive memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operating variables while the processor 22 is off. The computer readable storage device or media 24 may be implemented using a variety of storage devices, such as programmable read only memory (PROMs), electrically erasable PROM (EPROMs), electrically erasable PROM (EEPROMs), flash memory, or other electrical, magnetic, optical, or combined storage devices capable of storing data, some of which represent executable instructions, used by the controller 14 to control various systems of the vehicle 12. The control unit 14 may also consist of a plurality of control units which are in electrical communication with one another. The controller 14 may be connected to additional systems and / or controllers of the vehicle 12 such that the controller 14 may access data such as speed, acceleration, braking, and steering angle of the vehicle 12.The controller 14 is in electrical communication with the plurality of vehicle sensors 16, the automated driving system 18, and the display 20. It should be understood that various additional wired and wireless techniques and communication protocols for communicating with the controller 14 are within the scope of the present description.The plurality of vehicle sensors 16 are used to acquire information about the environment of the vehicle 12. In an exemplary embodiment, the plurality of vehicle sensors 16 includes at least one camera system 26 and a vehicle communication system 28.In another example embodiment, the plurality of vehicle sensors 16 further include sensors for determining performance data of the vehicle 12. In a non-limiting example, the plurality of vehicle sensors 16 further include at least an engine speed sensor, an engine torque sensor, an electric drive motor voltage and / or current sensor, an accelerator pedal position sensor, a brake position sensor, a coolant temperature sensor, a cooling fan speed sensor, and a transmission oil temperature sensor.In another example embodiment, the plurality of vehicle sensors 16 also include sensors for determining information about the environment within the vehicle 12.In another example embodiment, the plurality of vehicle sensors 16 also include sensors for determining information about the environment of the vehicle 12. In a non-limiting example, the plurality of vehicle sensors 16 also include at least one of an ambient air temperature sensor, an barometric pressure sensor, a global navigation satellite system (GNSS), and / or a photo and / or video camera positioned to view the environment in front of the vehicle 12.In another exemplary embodiment, at least one of the plurality of vehicle sensors 16 is capable of measuring distances in the environment of the vehicle 12. In a non-limiting example, the plurality of vehicle sensors 16 includes a stereoscopic camera having distance measurement capabilities. In one example, at least one of the plurality of vehicle sensors 16 is mounted within the vehicle 12, for example, within a headliner of the vehicle 12 as viewed through a windshield of the vehicle 12. In another example, at least one of the plurality of vehicle sensors 16 is mounted exterior to the vehicle 12, e.g., on a roof of the vehicle 12 as viewed from the environment of the vehicle 12. The plurality of vehicle sensors 16 are in electrical communication with the controller 14, as described above.The camera system 26 serves to capture images and / or video of the environment of the vehicle 12. In an exemplary embodiment, camera system 26 includes a photo and / or video camera positioned to view the environment of vehicle 12. In a non-limiting example, the camera system 26 includes a camera mounted within the vehicle 12, for example, in a headliner of the vehicle 12 as viewed through a windshield. In a further non-limiting example, the camera system 26 includes a camera that is mounted outside the vehicle 12, for example on a roof of the vehicle 12, and that captures the environment in front of the vehicle 12.In another exemplary embodiment, camera system 26 is an all-round view camera system having a plurality of cameras (also referred to as satellite cameras) arranged to allow viewing of the environment on all sides of vehicle 12. In a non-limiting example, the camera system 26 includes a front facing camera (e.g., mounted in a grille of the vehicle 12), a rear facing camera (e.g., mounted on a tailgate of the vehicle 12), and two side facing cameras (e.g., mounted below each of the two side mirrors of the vehicle 12). In a further non-limiting example, the camera system 26 also includes an additional rear camera mounted proximate a high mount center stop lamp of the vehicle 12.It is understood that camera systems with additional cameras and / or additional mounting locations fall within the scope of the present description. It should be further understood that cameras with various types of sensors, such as charge-coupled device (CCD) sensors, complementary metal oxide semiconductor (CMOS) sensors, and / or high dynamic range (HDR) sensors, are within the scope of the present description. In addition, cameras having various types of lenses, such as wide-angle lenses and / or narrow-angle lenses, also fall within the scope of the present description.The vehicle communication system 28 is used by the controller 14 to communicate with other systems external to the vehicle 12. For example, the vehicle communication system 28 includes capabilities for communicating with vehicles ("V2V" communication), infrastructure ("V2I" communication), remote systems at a remote call center (e.g., GENERAL MOTORS ON-STAR), and / or personal devices. Generally, the term vehicle-to-everything ("V2X") communication refers to communication between the vehicle 12 and each remote system (e.g., vehicles, infrastructure, and / or remote systems). In certain embodiments, the vehicle communication system 28 is a wireless communication system configured to communicate over a wireless local area network (WLAN) using IEEE 802.11 standards or using cellular data communication (e.g., using GSMA standards such as SGP.02, SGP.22, SGP.32, and the like). Accordingly, the vehicle communication system 28 may further include an embedded universal integrated circuit card (eUICC) configured to store at least one configuration profile for cellular connectivity, for example, an embedded subscriber identity module (eSIM) profile. The vehicle communication system 28 is further configured to communicate over a personal area network (e.g., BLUETOOTH) and / or near field communication (NFC). However, additional or alternative communication methods, such as a dedicated short-range communication channel (DSRC) and / or mobile telecommunication protocols based on the 3 rd generation partnership project (3GPP) standards, are also contemplated within the scope of the present description. DSRC channels refer to one or two-sided short to medium range wireless communication channels that have been specially developed for use in automobiles, as well as a number of protocols and standards. The 3GPP is a partnership between several standardization organizations developing protocols and standards for mobile telecommunication. The 3GPP standards are structured as "outputs.". Therefore, communication methods based on the 3GPP versions 14, 15, 16 and / or future 3GPP versions are within the scope of the present description. Accordingly, the vehicle communication system 28 may include one or more antennas and / or communication transceivers for receiving and / or transmitting signals, such as cooperative sensing messages (CSMs). The vehicle communication system 28 is configured to wirelessly communicate information between the vehicle 12 and another vehicle. Further, the vehicle communication system 28 is configured to wirelessly communicate information between the vehicle 12 and the infrastructure or other vehicles. It should be appreciated that the vehicle communication system 28 may be integrated into the controller 14 (e.g., on the same circuit board with the controller 14 or otherwise as part of the controller 14) without departing from the scope of the present description.The automated driving system 18 serves to assist an occupant to increase occupant attention and / or control the behavior of the vehicle 12. As used herein, the occupant includes a driver and / or a passenger of the vehicle 12. As used herein, the automated driving system 18 includes systems that provide the occupant with any amount of assistance (e.g., blind spot warning, lane keeping assist, and / or the like), as well as systems that are capable of autonomously controlling the vehicle 12 under some or all conditions. It should be understood that all levels of driving automation defined by, for example, SAE J3016 (i.e., SAE LEVEL 0, SAE LEVEL 1, SAE LEVEL 2, SAE LEVEL 3, SAE LEVEL 4, and SAE LEVEL 5) fall within the scope of the present description.In an exemplary embodiment, the automated driving system 18 is configured to acquire and / or receive information about the environment of the vehicle 12 and process the information to provide assistance to the occupant. In some embodiments, the automated driving system 18 is a software module that executes in the controller 14. In other embodiments, the automated driving system 18 includes a separate automated driving system controller, similar to controller 14, that is capable of processing the information about the environment of the vehicle 12. In an exemplary embodiment, the automated driving system 18 may operate in a manual operating mode, a semi-automated operating mode, and / or a fully automated operating mode.As used herein, the manual mode of operation means that the automated driving system 18 alerts or notifies the occupant, but does not directly intervene or control the vehicle 12. In a non-limiting example, the automated driving system 18 receives information from the plurality of vehicle sensors 16. For example, if the automated driving system 18 detects that the vehicle 12 is likely to collide with a remote vehicle based on data from the plurality of vehicle sensors 16, the automated driving system 18 may use the display 20 to alert the occupant.As used herein, the semi-automated operating mode means that the automated driving system 18 alerts or notifies the occupant and can directly intervene in or control the vehicle 12 in certain situations. In a non-limiting example, the automated driving system 18 is additionally in electrical communication with components of the vehicle 12 such as a braking system, a propulsion system, and / or a steering system of the vehicle 12 such that the automated driving system 18 may control the behavior of the vehicle 12. In a non-limiting example, the automated driving system 18 may control the behavior of the vehicle 12 by applying the brakes of the vehicle 12 to avoid an imminent collision. In another non-limiting example, the automated driving system 18 may control the braking system, the propulsion system, and the steering system of the vehicle 12 to temporarily drive the vehicle 12 to a predetermined destination. However, intervention by the occupant may be necessary at any time. In an exemplary embodiment, automated driving system 18 may include additional components, such as an eye monitoring device configured to monitor the occupant's attention level and ensure that the occupant is ready to take control of vehicle 12.As used herein, the fully automatic operating mode means that the automated driving system 18 uses data from the plurality of vehicle sensors 16 to understand the environment and control the vehicle 12 to travel to a predetermined destination without requiring occupant control or intervention.In an exemplary embodiment, the automated driving system 18 operates with a machine learning algorithm trained to output control signals for the vehicle 12 based on input data collected from the plurality of vehicle sensors 16. In another exemplary embodiment, the automated driving system 18 operates with a deterministic algorithm programmed to output control signals for the vehicle 12 based on the data collected by the plurality of vehicle sensors 16. It should be appreciated that the automated driving system 18 may be any software and / or hardware module configured to operate in the manual operating mode, the semi-automated operating mode, or the fully automated operating mode as described above.The display 20 is used to provide information to the occupant of the vehicle 12. In the exemplary embodiment illustrated in FIG. 1, the display 20 is a human machine interface (HMI) located within the occupant's field of view and capable of displaying text, graphics, and / or images. It should be understood that HMI display systems, including LCD displays, LED displays, and the like, are within the scope of the present description. Other exemplary embodiments in which the display 20 is disposed in a rearview mirror are also within the scope of the present description. In another exemplary embodiment, the display 20 includes a head-up display (HUD) configured to provide information to the vehicle occupant by projecting text, graphics, and / or images onto the windshield of the vehicle 12. The text, graphics, and / or images are reflected from the windshield of the vehicle 12 and are visible to the occupant without having to look away from the roadway in front of the vehicle 12. In another exemplary embodiment, the display 20 includes an augmented reality head-up display (AR-HUD). The AR HUD is a type of HUD configured to improve the occupant's view of the roadway in front of the vehicle 12 by embedding text, graphics, and / or images on physical objects in the environment of the vehicle 12 within the occupant's field of view. In an exemplary embodiment, the occupant may interact with the display 20 using a human interface (HID) device, e.g., a touch screen, an electromechanical switch, a capacitive switch, a dial, and the like. It should be appreciated that additional systems for displaying information to the occupant of the vehicle 12 are also within the scope of the present description.FIG. 2 shows a flow chart of method 100 for mitigating traffic jams for a vehicle. The method 100 begins in block 102 and proceeds to block 104. In block 104, the controller 14 determines a traffic signal phase of a traffic signal in the environment of the vehicle 12 using the plurality of vehicle sensors 16. The traffic signal may have several possible states (i.e., phases) that provide information to occupants of vehicles proximate the traffic signal. The traffic signal phase may include, for example, a red phase (i.e., a hold phase), a green phase (i.e., a drive phase), and a yellow phase (i.e., a warning phase that warns of an impending change to the red phase).In a first exemplary embodiment of block 104, to determine the traffic signal phase, the controller 14 uses the camera system 26 to capture an image of the environment of the vehicle 12 including the traffic signal. Subsequently, the control unit 14 analyzes the image using a computer vision algorithm to identify the traffic signal in the image and determine the traffic signal phase. In an exemplary embodiment, the computer vision algorithm utilizes machine learning techniques to analyze pixel-level information of an input image to recognize and classify objects or patterns of interest. In a non-limiting example, the computer vision algorithm begins with preprocessing the input image by techniques such as image resizing, normalization, and / or filtering for noise suppression. The computer vision algorithm then extracts relevant features from the input image using methods such as edge detection, corner detection, texture analysis, and / or the like. The computer vision algorithm may then use a machine learning model, such as a convolutional neural network (CNN), to classify and characterize relevant features of the input image based on learned patterns and associations.In a second exemplary embodiment of block 104, the traffic signal phase determination controller 14 uses the vehicle communication system 28 to receive a signal phase and timing (SPaT) message from the traffic signal. In a non-limiting example, the SPaT message includes information about the traffic signal, such as the current signal phase (i.e., the traffic signal phase), the remaining time to the next phase (i.e., the remaining time to the next signal phase change), future signal phase timing (i.e., timing and duration of the incoming signal phases), crosswalk signal phases, and / or the like. The SPaT message is a V2I message that can be transmitted by the traffic control infrastructure. The traffic control infrastructure that transmits the SPaT message may include, for example, a traffic management center (i.e., a central facility that monitors and controls the flow of traffic), a roadside unit (i.e., a device installed near the traffic signal that is configured to transmit SPaT messages via the traffic signal), and / or a traffic signal control unit (i.e., a device installed near the traffic signal that is primarily configured to control the timing and sequence of the traffic signal and may also be configured to transmit SPaT messages via the traffic signal).In a third example embodiment of block 104, the traffic signal phase determination controller 14 receives vehicle-to-vehicle (V2V) communication from a remote vehicle surrounding the vehicle 12. In a non-limiting example, the remote vehicle may have a more optimal position with respect to the traffic signal to determine the traffic signal phase using a camera system. Therefore, the remote vehicle may determine the traffic signal phase using a camera system and communicate the traffic signal phase to the vehicle 12 using V2V communication. After block 104, the method 100 proceeds to block 106.In block 106, if the traffic signal phase is the red phase, the method 100 enters a ready state in block 108. If the traffic signal phase is the green phase, the method 100 proceeds to blocks 110, 112, and 114.In block 110, the controller 14 determines a driving mode of the vehicle 12. As part of the present description, the driving mode of the vehicle 12 describes a configuration of the propulsion system of the vehicle 12 (e.g., an engine and transmission, an electric motor propulsion system, and / or the like). The drive mode may be a forward drive mode (i.e., a mode that allows the vehicle 12 to move forward) or a non-forward drive mode (i.e., a mode that does not allow the vehicle 12 to move forward). The forward driving mode includes, for example, an automatic forward driving mode ("D" mode), a manual forward driving mode ("M" mode), a low gear forward driving mode ("L" mode), a sport forward driving mode ("S" mode), and / or the like. The non-forward driving mode includes, for example, a reverse driving mode ("R" mode), a parking mode ("P" mode), and / or the like. In an exemplary embodiment, the occupant of the vehicle 12 may select and / or control the driving mode using, e.g., a button and / or lever in the vehicle 12. To determine the driving mode of the vehicle 12, the controller 14 may communicate with sensors located on the shift knob and / or retrieve driving mode state information from the media 24 of the controller 14. After block 110, the method 100 proceeds to block 116, as will be explained in more detail below.In block 112, the controller 14 determines a brake hold state of the vehicle 12. The brake hold function "holds" the brakes of the vehicle 12 when the vehicle 12 is at a standstill, so that the occupant does not have to continuously apply a brake pedal of the vehicle 12 to prevent rolling away of the vehicle 12. In an exemplary embodiment, the controller 14 utilizes one or more of the plurality of vehicle sensors 16 and one or more components of the automated driving system 18 described above to implement the brake-hold function. The brake hold function can be activated and deactivated by the occupant as desired. In a non-limiting example, the brake hold function is activated via a human interface (HID) device, such as a touch screen of the display 20. When the occupant actuates the brake pedal while the vehicle 12 is stationary, the brake hold function is automatically deactivated because the occupant has taken manual control of the brake system. If the occupant has depressed the brake pedal while the vehicle 12 was at a standstill, the "brake hold" state is referred to as "brake hold inactive.". Otherwise, when the occupant previously activated the brake hold function and the occupant did not operate the brake pedal during standstill, the brake hold state is referred to as an active brake hold state. Accordingly, the controller 14 determines the brake hold state based on an activation state of the brake hold function (e.g., as stored in the media 24 of the controller 14) and a brake pedal position determined using the plurality of vehicle sensors 16. After block 112, the method 100 proceeds to block 116, as will be explained in more detail below.In block 114, the controller 14 determines an accelerator pedal position using the plurality of vehicle sensors 16. In an exemplary embodiment, the controller 14 uses the accelerator pedal position sensor of the plurality of vehicle sensors 16 to determine the accelerator pedal position. After block 114, the method 100 proceeds to block 116.In block 116, the controller 14 determines a system enable state of the system 10. If the drive mode is the forward drive mode as determined in block 110, the brake hold state is the active brake hold state as determined in block 112, and the accelerator pedal position is less than or equal to a predetermined accelerator pedal position threshold (e.g., five percent of a maximum accelerator pedal position), the system enable state is determined to be a system active state, and the method 100 continues to blocks 118 and 120. Otherwise, the system enable state is determined to be an inactive state of the system, and the method 100 enters the standby state at block 108. It should be appreciated that in some embodiments, the accelerator pedal position may be preprocessed, e.g., a time average of the accelerator pedal position may be calculated and compared to the accelerator pedal position threshold. When the time average of the accelerator pedal position does not exceed the predetermined accelerator pedal position threshold for at least a predetermined minimum delay time (e.g., one second), the accelerator pedal position is determined to be less than or equal to the predetermined accelerator pedal position threshold.In block 118, the controller 14 starts a first timer. As used herein, the first timer is a software and / or hardware timer managed by the controller 14 that keeps track of the time elapsed since the first timer started. In an exemplary embodiment, the first timer is implemented by a system timer module (STM) of the controller 14. In a non-limiting example, the STM operates with a precise clock source, e.g., a crystal oscillator, to generate a consistent and accurate time base. Via a series of internal registers and counters, the STM tracks the time intervals and thus allows precise timing and synchronization of events. The processor 22 may periodically poll the STM to retrieve time-related information, such as a value of the first timer. The value indicates the elapsed time since the start of the first timer in block 118. After block 118, the method 100 proceeds to blocks 122 and 124, which are explained in more detail below.In block 120, the controller 14 activates the automated driving system 18 to drive the vehicle 12. Therefore, the occupant is required to monitor the operation of the automated driving system 18. In another exemplary embodiment, the automated driving system 18 is activated in the fully automated operating mode. Therefore, the occupant is not required to monitor or intervene in the operation of the automated driving system 18. In an exemplary embodiment, upon activation of the automated driving system 18, the controller 14 uses the display 20 to inform the occupant of a status of the automated driving system 18. In a non-limiting example, the controller 14 displays text and / or graphics indicative of the automated driving system 18 having been activated (i.e., the automated driving system 18 being in an active state) and / or indicative of the operating mode (i.e., semi-automated operating mode or fully automated operating mode) of the automated driving system 18.In a non-limiting example, the automated driving system 18 is configured to accelerate the vehicle 12 in accordance with a plurality of remote vehicles on the traffic signal. For example, the vehicle 12 may wait for the traffic signal at an intersection in a row with the plurality of remote vehicles. Upon arriving at block 120, the automated driving system 18 is used to accelerate the vehicle 12 in accordance with the plurality of remote vehicles at the intersection, thereby reducing traffic formation caused by the limited human reaction time. For each other remote vehicle in the plurality of remote vehicles that utilizes the system 10 and the method 100, traffic buildup is further reduced. In some embodiments, the vehicle 12 may use the vehicle communication system 28 to communicate with the plurality of remote vehicles (e.g., using V2V communication) to coordinate smooth and synchronized acceleration in block 120. In other embodiments, the vehicle 12 may use the plurality of vehicle sensors 16 to maintain a predetermined distance (e.g., five meters) between the vehicle 12 and a remote vehicle in front of the vehicle 12. After block 120, the method 100 continues with blocks 122 and 124.In block 122, the controller 14 continuously monitors the accelerator pedal position and the brake pedal position of the vehicle 12. If the accelerator pedal position is greater than or equal to the predetermined threshold for the accelerator pedal or the brake pedal position is greater than or equal to a predetermined threshold for the brake pedal position (e.g., five percent of a maximum brake pedal position) at any point in time after activation of the automated driving system 18 in block 120, the method 100 proceeds to block 126. It should also be understood that the controller 14 may monitor additional control inputs of the vehicle 12, such as a transmission shift position, and proceed to block 126 in response to a change in the control input without departing from the scope of the present description. Otherwise, the method 100 returns to block 122 to continuously monitor the accelerator pedal position and the brake pedal position of the vehicle 12.It should be appreciated that in some embodiments, the brake pedal position may be preprocessed, e.g., a time average of the brake pedal position may be calculated and compared to the threshold brake pedal position. When the time average of the brake pedal position exceeds the predetermined brake pedal position threshold for at least a predetermined minimum delay time, the brake pedal position is determined to be greater than or equal to the predetermined brake pedal position threshold.In block 126, the controller 14 turns off the automated driving system 18. In an exemplary embodiment, upon deactivation of the automated driving system 18, the controller 14 outputs a notification to the occupant via the display 20. In a non-limiting example, the notification is text and / or graphics that indicates to the occupant that the automated driving system 18 has been deactivated (i.e., that the automated driving system 18 is in an inactive state). In a non-limiting example, the notification may be accompanied by audible and / or haptic feedback. After block 126, the method 100 enters the standby state in block 108.In block 124, the controller 14 determines the value of the first timer. As mentioned above, the value of the first timer indicates the time elapsed since the start of the first timer in block 118, and thus the time elapsed since the activation of the automated driving system 18 in block 120. If the value of the first timer is greater than or equal to a predetermined first timer threshold (e.g., five seconds), the method 100 proceeds to blocks 128 and 130. Otherwise, the method 100 returns to block 124 to monitor the value of the first timer. In an exemplary embodiment, in block 124, the controller 14 may provide information to the occupant about the value of the first timer via the display 20. In a non-limiting example, the controller 14 displays an animation graphic, such as a count-down and / or progress bar, that indicates the remaining difference between the value of the first timer and the predetermined first timer threshold.In block 128, the controller 14 starts a second timer. The second timer is similar in function and implementation to the first timer described above. It should be appreciated that in some embodiments, the hardware and / or software modules used to implement the first timer are reused for the second timer by resetting the value of the first timer to zero. In other embodiments, the second timer is implemented by a separate hardware and / or software module of the controller 14. After block 128, the method 100 proceeds to block 132, as will be explained in more detail below.In block 130, the controller 14 prompts the occupant of the vehicle 12 via the display 20 to deactivate the automatic driving system 18. In an exemplary embodiment, the controller 14 displays text and / or graphics indicative of the occupant having to take manual control of the vehicle 12 by / she actuating the accelerator pedal or brake pedal of the vehicle 12. After block 130, the method 100 proceeds to block 132.In block 132, the controller 14 determines the value of the second timer. As mentioned above, the value of the second timer indicates the time elapsed since the second timer was started at block 128, and thus the time elapsed since the occupant request to deactivate the automated driving system 18 at block 130. If the value of the second timer is greater than or equal to a predetermined threshold for the second timer (e.g., five seconds), the method 100 proceeds to block 134. Otherwise, the method 100 returns to block 132 to monitor the value of the second timer. In an exemplary embodiment, in block 132, the controller 14 may provide information to the occupant about the value of the second timer via the display 20. In a non-limiting example, the controller 14 displays an animation graphic, such as a count-down and / or progress bar, that indicates the remaining difference between the value of the second timer and the predetermined threshold of the second timer. In another non-limiting example, the controller 14 notifies the vehicle occupant that the automated driving system 18 is in an pending disable state, meaning that the automated driving system 18 is disabled when the value of the second timer exceeds the predetermined second timer threshold.In block 134, the controller 14 disables the automated driving system 18 in response to the value of the second timer exceeding the predetermined second timer threshold and the occupant not manually disabling the automated driving system 18, as will be discussed in more detail below. Therefore, the automated driving system 18 is automatically deactivated after a predetermined maximum time period has elapsed. The predetermined maximum time period is equal to the sum of the predetermined first time threshold and the predetermined second time threshold. After block 134, the method 100 enters the standby state in block 108.In an exemplary embodiment, the controller 14 repeatedly exits the standby state 108 and restarts the method 100 at block 102. In a non-limiting example, the controller 14 exits the standby state 108 and restarts the method 100 after a timer, e.g., every three hundred milliseconds.In the exemplary embodiments of the method 100 described above, a first timer and a second timer are used to control the automated driving system 18. When the value of the first timer is greater than or equal to the predetermined threshold value of the first timer, the control unit 14 prompts the occupant of the vehicle 12 to deactivate the automated driving system 18. If the value of the second timer is greater than or equal to the predetermined second timer threshold, the controller 14 disables the automated driving system 18. For example, the occupant is prompted to deactivate the automated driving system 18 when the vehicle 12 has traveled a predetermined first distance (e.g., five hundred feet) since the automated driving system 18 was activated. The automated driving system 18 may be automatically deactivated when the occupant does not manually deactivate the automated driving system 18 when the vehicle has traveled a predetermined second distance (e.g., one thousand feet) since activation of the automated driving system 18.Referring now to FIG. 3, a flowchart of an example embodiment 134 aof block 134 is shown. The example embodiment 134 ais used when the value of the second timer has exceeded the predetermined second timer threshold and the occupant has not manually deactivated the automated driving system 18 (i.e., by actuation of the accelerator or brake pedal). The example embodiment 134 abegins with block 302. In block 302, the controller 14 turns on the warning light of the vehicle 12. The warning light is a lamp that serves to increase the visibility of the vehicle 12 and display what the occupant of the vehicle 12 is present to other vehicles. The warning light is a lamp mounted on the outside of the vehicle 12. In a non-limiting example, the warning light may also serve as a turn signal and / or stop light of the vehicle 12. In an exemplary embodiment, the warning light includes a plurality of lights disposed at various locations on the exterior of the vehicle 12. Various lighting designs, such as LED lights, incandescent lamps and / or halogen lights, fall within the scope of the present description. After block 302, the example embodiment 134 aproceeds to block 304.In block 304, the controller 14 uses the vehicle communication system 28 to transmit a V2X message and / or a V2V message. In an exemplary embodiment, the V2X and / or V2V messages indicate that the automated driving system 18 of the vehicle 12 has been deactivated. In a non-limiting example, remote vehicles receive the V2X and / or V2V messages and take appropriate actions such as notifying occupants, evasive action, and / or the like. After block 304, the example embodiment 134 aproceeds to block 306.In block 306, the controller 14 turns off the automated driving system 18. To deactivate the automated driving system 18, in an exemplary embodiment, the automated driving system 18 allows the vehicle 12 to begin coasting (i.e., a slight negative acceleration is applied to the vehicle 12). In another exemplary embodiment, the automated driving system 18 additionally controls the vehicle 12 to a shoulder of the roadway. In a non-limiting example, upon deactivation of the automated driving system 18, the controller 14 outputs a notification to the occupant via the display 20. In a non-limiting example, the notification is text and / or graphics that indicates to the occupant that the automated driving system 18 has been deactivated (i.e., that the automated driving system 18 is in an inactive state). The notification may be accompanied by audible and / or haptic feedback. After block 306, the example embodiment 134 ais complete and the method 100 continues as described above.The system 10 and method 100 of the present description provide several advantages. The use of the system 10 and method 100 may reduce speed variations that may result in a so-called "concertina effect.". The concertina effect refers to the tendency of speed variations to propagate backwards in a vehicle platoon. The extent of the speed fluctuations can increase as the series progresses, which leads to a reduction in the throughput in road traffic. Using the plurality of vehicle sensors 16, the vehicle 12 may determine the phase of a traffic signal regulating an intersection and utilize the automated driving system 18 to evenly accelerate in accordance with other vehicles at the intersection. In this way, variations in speed and acceleration that may result from different reaction times and attention of other drivers are mitigated.The description of the present disclosure is merely exemplary, and variations that do not depart from the gist of the present disclosure are intended to fall within the scope of the present disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the present specification.
Claims
A system for mitigation of traffic jams for a vehicle, the system comprising: a plurality of vehicle sensors; an automated driving system; a controller in electrical communication with the plurality of vehicle sensors and the automated driving system, the controller programmed to: determine a traffic signal phase of a traffic signal in an environment surrounding the vehicle using the plurality of vehicle sensors, the traffic signal phase comprising one of: a red phase and a green phase; enable the automated driving system to drive the vehicle for a predetermined maximum amount of time in response to a determination that the traffic signal phase is the green phase; and disable the automated driving system in response to a determination that the predetermined maximum amount of time has elapsed.The system of claim 1, wherein the plurality of vehicle sensors further comprises a camera system, and wherein the traffic signal phase determination controller is further programmed to: capture an image of the environment of the vehicle including the traffic signal using the camera system; and determine the traffic signal phase in the image using a computer vision algorithm.The system of claim 1, wherein the plurality of vehicle sensors further comprise a vehicle communication system, and wherein the traffic signal phase determination controller is further programmed to: receive a signal phase and timing (SPaT) message from the traffic signal using the vehicle communication system, wherein the SPaT message includes the traffic signal phase; and / or receive a vehicle-to-vehicle (V2V) communication from a remote vehicle, wherein the V2V communication includes the traffic signal phase.The system of claim 1, wherein to activate the automated driving system to drive the vehicle, the controller is further programmed to: determine a system activation state, the system activation state comprising one of: a system active state and a system inactive state; activate the automated driving system to drive the vehicle in response to a determination that the system activation state is the system active state and the traffic signal phase is the green phase; and start a first timer in response to a determination that the system activation state is the system active state and the traffic signal phase is the green phase.The system of claim 4, wherein the system activation state determination controller is further programmed to: determine a driving mode of the vehicle, the driving mode comprising one of: a forward driving mode and a non-forward driving mode; determine a brake hold state of the vehicle, the brake hold state comprising one of: an active brake hold state and an inactive brake hold state; determine an accelerator pedal position of the vehicle; and determine the system activation state as the system active state in response to a determination that the driving mode is the forward driving mode, the brake hold state is the active brake hold state, and the accelerator pedal position is less than or equal to a predetermined accelerator pedal position threshold.The system of claim 4, wherein to deactivate the automated driving system, the controller is further programmed to: prompt an occupant of the vehicle to deactivate the automated driving system in response to a determination that a value of the first timer is greater than or equal to a predetermined first timer threshold; start a second timer in response to a determination that the value of the first timer is greater than or equal to the predetermined first timer threshold; and deactivate the automated driving system in response to a determination that a value of the second timer is greater than or equal to a predetermined second timer threshold, wherein the predetermined maximum time period is equal to a sum of the predetermined first timer threshold and the predetermined second timer threshold.The system of claim 6, wherein the plurality of vehicle sensors further comprises a vehicle communication system, and wherein the controller is further programmed to: activate a warning light of the vehicle; transmit a vehicle-to-everything (V2X) message using the vehicle communication system, wherein the V2X message indicates that the automated driving system is deactivated; and deactivate the automated driving system, responsive to a determination that the value of the second timer is greater than or equal to the predetermined second timer threshold.The system of claim 1, wherein to deactivate the automated driving system, the controller is further programmed to: continuously monitor an accelerator pedal position of the vehicle; continuously monitor a brake pedal position of the vehicle; deactivate the automated driving system in response to a determination that the accelerator pedal position is greater than or equal to a predetermined accelerator pedal position threshold; and deactivate the automated driving system in response to a determination that the brake pedal position is greater than or equal to a predetermined brake pedal position threshold.The system of claim 1, further comprising a display in electrical communication with the controller, the controller further programmed to: notify a vehicle occupant of a status of the automated driving system, wherein the status of the automated driving system includes one of: an active state, an pending deactivation state, and an inactive state.A method of mitigating traffic jams for a vehicle, the method comprising: determining a traffic signal phase of a traffic signal in an environment surrounding the vehicle using a plurality of vehicle sensors, the traffic signal phase comprising one of: a red phase and a green phase; enabling an automated driving system to drive the vehicle for a predetermined maximum amount of time in response to a determination that the traffic signal phase is the green phase; and disabling the automated driving system in response to a determination that the predetermined maximum amount of time has elapsed.