VEHICLE PASSING PROCEDURE

Abstract

Vehicle control systems and methods for passing zones involve receiving, via wireless communication, vehicle data for each of a multitude of vehicles on a roadway, wherein the vehicle data includes at least speed and location data. A set of current passing zones and a set of current no-passing zones on the roadway are determined based on the speed and location data of the multitude of vehicles, a set of static no-passing zones, and a set of static passing zones. A control parameter for a potential passing vehicle is then transmitted, the control parameter being determined based on the set of current passing zones and the set of current no-passing zones.

Description

FIELD OF TECHNOLOGY

[0001] This disclosure concerns systems and methods for controlling vehicles in passing zones. GENERAL STATE OF THE ART

[0002] A roadway with two lanes may have center line markings to indicate a pass-by zone where passing is permitted (a dashed line) and a no-pass-by zone where passing is not permitted (a solid line) on each of the two lanes. If passing is not permitted, a "NO-PASS-BY" sign may also be posted. A vehicle may wish to pass a slower-moving vehicle traveling in the same lane and may do so in a pass-by zone if conditions allow. SUMMARY

[0003] Data about vehicles along a segment of a roadway, such as location, speed, length, width, and / or planned or predicted route or path, can be provided to a remote or central computer programmed to predict areas where a first vehicle can pass one or more second vehicles on the roadway. The central computer can also obtain roadway data, such as center line markings, curves, road width, hills, construction zones, and weather conditions, from vehicles and / or one or more databases. Based on the vehicle and roadway data, the central computer can determine a set of current pass zones and no-pass zones for a first vehicle to pass a second vehicle on the roadway.Control parameters such as a speed setting can be sent to one or more vehicles, allowing a first vehicle to pass a second vehicle in a current passing zone.

[0004] In one or more implementations, a system may include a computer comprising a processor and memory, the memory storing instructions executable by the processor such that the computer is programmed to: receive, via wireless communication, respective vehicle data for each of a plurality of vehicles on a roadway, the vehicle data including at least speed and location data; determine, based on the speed and location data of the plurality of vehicles, a set of static no-passing zones and a set of static pass-by zones on the roadway;and transferring a control parameter for a potential passing vehicle among the multitude of vehicles, wherein the control parameter is determined on the basis of the set of current passing zones and the set of current no-passing zones.

[0005] Furthermore, an implementation of the system may include instructions for transmitting one or more additional respective control parameters to one or more vehicles in the multitude of vehicles, in addition to transmitting the control parameter to the passing vehicle in question.

[0006] In another implementation of the system, the control parameter can include a steering instruction for the vehicle in question.

[0007] Another implementation of the system may include instructions for determining the control parameter based on the location of a current passing zone selected from the set of current passing zones.

[0008] In another implementation of the system, the instructions for determining the sets of current passing zones and current no-passing zones can take into account the location of the vehicle in question.

[0009] In a further implementation of the system, the location of the potential passing vehicle can be used to define a starting point for a lookout distance for a section of the roadway, which is evaluated to determine the sets of current passing zones and current no-passing zones, where the lookout distance can be selected from a fixed distance, an adjustable distance based on traffic conditions, an adjustable distance based on weather conditions, or an adjustable distance based on the potential passing vehicle.

[0010] In one implementation of the system, the instructions for determining the sets of current passing zones and current no-passing zones can take into account a roadway condition.

[0011] In another implementation of the system, the road condition can include a width, a curve, a gradient, a surface condition, and a weather condition.

[0012] In one implementation of the system, the vehicle data can include vehicle dimension data.

[0013] In another implementation of the system, at least one of the sets of current passing zones, current no-passing zones, static no-passing zones and static passing zones may be empty.

[0014] Another implementation of the system can include instructions for receiving a pass-by zone request from the vehicle in question.

[0015] Another implementation of the system may include instructions for receiving vehicle data for a first of the multitude of vehicles from a roadside infrastructure element or a second of the multitude of vehicles.

[0016] Another implementation of the system may include a vehicle computer in the passing vehicle in question, which includes a processor and a memory, wherein the memory stores instructions that can be executed by the processor, so that the vehicle computer is programmed to control at least one of the speed or steering according to the transmitted control parameter.

[0017] One or more implementations of a procedure may include: receiving, via wireless communication, respective vehicle data for each of a plurality of vehicles on a roadway, wherein the vehicle data includes at least speed, location, and dimension data; determining a set of actual pass zones and a set of actual no-pass zones on the roadway based on the speed and location data of the plurality of vehicles, a set of static no-pass zones, and a set of static pass zones; and transmitting a control parameter for a potential pass vehicle in the plurality of vehicles, wherein the control parameter is determined based on the location of an actual pass zone selected from the set of actual pass zones.

[0018] Furthermore, implementing the procedure may involve transmitting one or more additional respective control parameters to one or more participating vehicles in the multitude of vehicles, in addition to transmitting the control parameter to the passing vehicle in question.

[0019] In another implementation of the procedure, the determination of the sets of current passing zones and current no-passing zones may also be based on a location of the vehicle in question and a road condition that includes a curve, a gradient, a lane width, a surface condition or a weather condition.

[0020] In a further implementation of the procedure, the location of the vehicle in question may be used to define a starting point for a lookout distance for a section of the carriageway, which is evaluated to determine the sets of current overtaking zones and current no-overtaking zones, whereby the lookout distance may be selected from a fixed distance, an adjustable distance based on traffic conditions, an adjustable distance based on weather conditions, or an adjustable distance based on the vehicle in question.

[0021] Furthermore, implementing the procedure may involve controlling at least one aspect of the speed or steering in the vehicle in question, according to the control parameter.

[0022] Another implementation of the procedure may involve receiving vehicle data for a first of the multitude of vehicles from a roadside infrastructure element or a second of the multitude of vehicles.

[0023] Implementing the procedure may also include receiving a pass-by zone request from the vehicle in question. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a diagram of an exemplary system for providing a vehicle passing sequence. Fig. 2A is an exemplary representation of a roadway with two lanes, illustrating static passing zones and static no-passing zones. Fig. 2B and Fig. 2C are exemplary representations of a roadway with two lanes, illustrating current passing zones and current no-passing zones. Fig. 2D is an exemplary representation of a roadway with two lanes for evaluating a vehicle passing maneuver. Fig. 3A and Fig. 3B are further exemplary representations of a roadway with two lanes, illustrating passing zones and no-passing zones. Fig. Figure 4 is a process flow diagram of an exemplary process for a vehicle passing maneuver. Fig. Figure 5 is a process flow diagram of another exemplary process for a vehicle passing maneuver. Fig. Figure 6 is a process flow diagram of another exemplary process for a vehicle passing maneuver. DETAILED DESCRIPTION

[0024] With reference to Fig. 1 can provide a connected vehicle system 100 communication between a vehicle 102, other vehicles 103, a server 118 and one or more roadside units 120.

[0025] The vehicle 102 is a set of components or parts that includes hardware components and usually also software and / or programming for performing a function or set of operations in the vehicle 102. Other vehicles 103 may be similar to the vehicle 102. Vehicle components 110 typically include a braking system, a propulsion system, and a steering system, as well as other subsystems, including, but not limited to, a driver assistance system (DAS), including various driver assistance technologies (DAs), such as a route guidance system based on a global navigation satellite system (GNSS), a body control system, a climate control system, and a lighting system. The propulsion subsystem converts energy into rotation of the vehicle 102's wheels to propel the vehicle 102 forward and / or backward. The braking subsystem can slow down and / or stop the vehicle 102's movement.The steering system can control the steering to the left and right and / or the maintenance of a straight path of the vehicle 102 while it is moving.

[0026] The vehicle 102 may also include a human-machine interface (MMS) 112, which may include a microphone, a front display (head-up display - HUD), an instrument panel, an interface for controlling one or more components 110, and an infotainment system. The MMS 112 may include one or more display screens, and one or more of the display screens may receive input via touchscreen control, voice control, and / or physical buttons and switches. For example, map data, route information, and navigation instructions for the GNSS-based route guidance system may be displayed on the MMS 112, which may receive input via voice or touch.

[0027] Computers, including the vehicle computer or multiple vehicle computers 105 discussed in this document (e.g., one or more electronic control units – ECUs), a server 118, and roadside units 120, each comprise a processor and memory. Computer memory may comprise one or more forms of computer-readable media and stores instructions executable by a processor to perform various operations, including those disclosed in this document. For example, the computer may be a generic computer comprising a processor and memory as described above, and / or an ECU, a controller, or the like for a specified function or set of functions, and / or a dedicated electronic circuit, including an ASIC, manufactured for a specific operation, e.g.,An ASIC for processing and / or communicating sensor data. In another example, the computer might include an FPGA (field-programmable gate array), which is an integrated circuit manufactured to be user-configurable. Typically, a hardware description language such as VHDL (very high-speed integrated circuit hardware description language) is used in electronic design automation to describe digital systems and mixed-signal systems such as FPGAs and ASICs. For example, an ASIC is manufactured based on VHDL programming provided prior to manufacturing, whereas logical components within an FPGA may be configured based on VHDL programming that, for example,The data is stored in a memory that is electrically connected to the FPGA circuit. In some examples, a computer may contain a combination of processor(s), ASIC(s), and / or FPGA circuits.

[0028] Computer memory can be of any suitable type, e.g., EEPROM, EPROM, ROM, flash memory, hard disk drives, solid-state drives, servers, or any volatile or non-volatile media. The memory can store data, e.g., the memory of an ECU. The memory can be a device separate from the computer, and the computer can retrieve information stored in the memory; e.g., one or more computers can obtain data to be stored in the vehicle via a vehicle network, e.g., via an Ethernet bus, a CAN bus, a wireless network, etc. Alternatively or additionally, the memory can be part of the computer, i.e., as the computer's memory or as the firmware of a programmable chip.

[0029] The one or more vehicle computers 105 (e.g., one or more ECUs) can be included in a vehicle 102, which can be any suitable type of land vehicle 102, e.g., a passenger or commercial vehicle, such as a sedan, a coupe, a truck, an SUV, a crossover vehicle, a van, a minivan, etc. As part of a driver assistance system or driver support system (DAS), a vehicle computer 105 can be programmed to operate one or more of the brakes, propulsion (e.g., controlling acceleration in the vehicle 102 by controlling one or more of an internal combustion engine (ICE), an electric motor, a hybrid ICE / electric propulsion system, etc., and controlling the power output thereof), steering, climate control, interior and / or exterior lighting, etc.of the vehicle 102, as well as determining whether and when the computer should control such processes, such as sending vehicle data via the vehicle network 106, instead of a human driver. Additionally, a vehicle computer 105 can be programmed to determine whether and when a human driver should control such processes.

[0030] The vehicle computer 105 can include more than one processor, which may be incorporated, for example, into sensors 108, electronic control units (ECUs), or the like, which are included in the vehicle 102 for monitoring and / or controlling various vehicle components, such as a powertrain control, a brake control, a steering control, etc., or may be communicatively coupled to it, for example, via a vehicle network 106, such as a communication bus, as described in more detail below. The computer is generally arranged for communication within a communication network of the vehicle 102, which may include a bus in the vehicle 102, such as a Controller Area Network (CAN), and / or other wired and / or wireless mechanisms.Alternatively or additionally, in cases where the computer actually includes a multitude of devices, the vehicle network 106 can be used for communication between devices represented in this disclosure as the computer.

[0031] The vehicle network 106 is a network through which messages can be exchanged between various devices in the vehicle 102. The vehicle computer 105 can generally be programmed to send and / or receive messages via the vehicle network 106 to and / or from other devices in the vehicle 102, e.g., any or all of the ECUs, sensors 108, actuators, components 110, communication module 114, an MMS 112, etc. Additionally or alternatively, messages can be exchanged between various such other devices in the vehicle 102 via a vehicle network 106. In cases where the vehicle computer 105 includes a plurality of devices, the vehicle network 106 can be used for communication between devices that are represented in this disclosure as a single computer.In some implementations, the vehicle network 106 can be a network in which messages are transmitted via a communication bus of the vehicle 102. For example, the vehicle network 106 can include a Controller Area Network (CAN) in which messages are transmitted via a CAN bus, or a Local Interconnect Network (LIN) in which messages are transmitted via a LIN bus. In some implementations, the vehicle network 106 can include a network in which messages are transmitted using other wired and / or wireless communication technologies, such as Ethernet, Wi-Fi, Bluetooth, Ultra-Wideband (UWB), etc. Additional examples of protocols that can be used for communication over the vehicle network 106 in some implementations include, but are not limited to, Media Oriented System Transport (MOST), Time-Triggered Protocol (TTP), and FlexRay.In some implementations, the vehicle network 106 can represent a combination of several networks, possibly of different types, that support communication between devices in the vehicle 102. For example, the vehicle network 106 can include a CAN bus, in which some devices in the vehicle 102 communicate via a CAN bus, and a wired or wireless local area network, in which some devices in the vehicle 102 communicate according to Ethernet or Wi-Fi communication protocols.

[0032] The vehicle computer 105, the server 118, and / or the roadside unit 120 can communicate via a wide area network 116. Furthermore, various computing devices discussed in this document can communicate directly with each other, e.g., via direct radio frequency communication according to protocols such as Bluetooth or the like. For example, the vehicle 102 (as well as other vehicles 103) can include a communication module 114 to provide communication with devices and / or networks not included as part of the vehicle 102, such as a global navigation satellite system (GNSS, not shown) and the wide area network 116. The communication module 114 can perform various types of communication, e.g.,Vehicle-to-vehicle (V2V), vehicle-to-infrastructure or everything (V2X), or vehicle-to-everything communication, including cellular communication (C-V2X), wireless cellular communication, dedicated short-range communication (DSRC), etc., to another vehicle 103 or infrastructure, such as a roadside unit 120, typically via direct radio frequency communication and / or typically via the wide area network 116, e.g., the server 118. The communication module 114 may include one or more mechanisms by which a vehicle computer 105 can communicate, including any desired combination of wireless (e.g.,Cellular, wireless, satellite, microwave, and radio frequency communication mechanisms and any desired network topology (or network topologies if a variety of communication mechanisms are used). Example communication provided by the module can include cellular, Bluetooth, IEEE 802.11, DSRC, cellular V2X, CV2X, and the like.

[0033] A vehicle 102 according to the present disclosure includes a plurality of sensors 108 which can support the driver assistance or ADAS functions. For example, the sensors 108 may include, among others, a LiDAR sensor, one or more wheel speed sensors, steering angle sensors, GNSS sensors, forward-facing cameras, side-facing cameras, rear-facing cameras, ultrasonic parking sensors, short-range radar, medium-range radar, light sensors, rain sensors, accelerometers, wheel torque sensors, inertial sensors, turning sensors, etc.

[0034] A roadside unit 120, sometimes referred to as an edge unit, infrastructure node, roadside infrastructure unit, or RSU, comprises a physical structure, such as a mast or other support structure (e.g., a pole, a box mountable to a bridge girder, a cell tower, a traffic signpost, etc.), on or within which sensors, a communications module, and a computer may be accommodated, mounted, stored, and / or contained, and powered, etc. A roadside unit 120 is typically stationary, i.e., fixed to a specific physical location and incapable of moving from it. The computer of the roadside unit 120 comprises a processor and memory, as described above in relation to the vehicle computer 105. The roadside unit 120 also comprises a power source, such as a battery, solar panels, and / or a connection to a power grid. Fig. Figure 1 shows a roadside unit 120 for better illustration; however, the system 100 could include a large number of roadside units 120 along a roadway.

[0035] The roadside unit 120 can include one or more sensors providing a field of view, such as that described above for the sensors 108 of the vehicle 102, i.e., LiDAR, radar, cameras, ultrasonic sensors, etc. The sensors are typically fixed or stationary. That is, each sensor can be mounted on the infrastructure element in such a way that it has a substantially static and unchanging field of view. Alternatively or additionally, a sensor included in a roadside unit 120 could be movable to adjust the sensor's field of view.In the present context, the fact that a sensor is included in a roadside unit 120 means that the sensor is installed on, in or near the roadside unit 120 and provides data to a computer in the roadside unit 120, which can communicate with other devices, such as the server 118 and / or vehicles 102, 103, via the communication module.

[0036] The communication module of the roadside unit 120 can include one or more mechanisms, such as conventional radio frequency transmitter and receiver components, through which the roadside unit 120 computer can communicate, including any desired combination of wireless (e.g., cellular, wireless, satellite, microwave, and radio frequency) communication mechanisms and any desired network topology (or network topologies if a variety of communication mechanisms are used). Example communication provided through the communication module can include cellular, Bluetooth, IEEE 802.11, dedicated short-range communication (DSRC), cellular V2X (CV2X), and the like.

[0037] Fig. 2A is a representation of an exemplary scenario 200A with a roadway with two lanes. Fig. 2A is not to scale.

[0038] In scenario 200A, vehicles 102, 103, and 104 are traveling on a roadway 202, which has two lanes 204 and 205, each running in one of two opposite directions. Vehicle 102 is traveling in the same direction and on the same lane 204 as vehicle 104. Additionally, vehicle 103 is traveling in the opposite direction on lane 205.

[0039] Lane 202 includes center line markings indicating zones where passing is permitted on one of the two lanes, 204 and 205 (a dashed line) and where passing is prohibited (a solid line). These zones are referred to in this document as static no-passing zones and static pass-by zones, respectively. In this example, the center line markings for lane 204 indicate that vehicle 102 is traveling in a static no-passing zone and vehicle 104 is traveling in a static pass-by zone. Additionally, the center line markings for lane 205 indicate that vehicle 103 is traveling in a static pass-by zone and, continuing to travel in lane 205, will encounter a static no-passing zone and a static pass-by zone.These static passing zones and static no-passing zones do not change based on traffic or weather conditions, as they only indicate where passing is permitted or not, and not necessarily where a vehicle passing maneuver can be carried out.

[0040] With reference to Fig. Figure 2B is an exemplary schematic representation of scenario 200B with a roadway with two lanes illustrating a potential vehicle passing maneuver. Fig. 2B is not to scale and is provided to illustrate the concept of a current passing zone.

[0041] In this example, lane 202 includes center line markings indicating that passing is permitted in the direction of travel of vehicles 102 and 104. Accordingly, the illustrated section of lane 202 in this example is a static passing zone.

[0042] In scenario 200B, vehicles 102, 103, and 104 are traveling on roadway 202, which has two lanes, 204 and 205, each running in one of two opposite directions. Vehicle 102 is traveling at a speed V1 in the same direction and on the same lane 204 as vehicle 104, which is traveling at a speed V2. For the purposes of this example, V2 is a lower speed than V1, so a potential overtaking maneuver is possible. Additionally, vehicle 103 is traveling in the opposite direction on lane 205 at a speed V3.

[0043] Vehicles traveling in the same direction and on lane 204, e.g. vehicle 102 and vehicle 104, can maintain an initial minimum distance D. MINDESTABSTAND1 maintained to prevent them from being operated within a distance of each other that is less than D MINDESTABSTAND1Additionally, vehicle 102 can maintain a second minimum distance D during a passing maneuver. MINDESTABSTAND2 maintained to prevent it from being operated within a distance of an oncoming vehicle 103 that is less than D MINDESTABSTAND2 is when it is in lane 205. In this context, a minimum following distance is a predetermined distance from another vehicle that a vehicle should not enter. It can be determined empirically or by any other suitable means and may vary based on speed and road conditions, such as weather, traffic density, and the like.

[0044] A computer, such as server 118, can calculate a passing distance D VORBEIFAHRENestimate a distance on lane 202 required for vehicle 102 to pass vehicle 104 at speed V2 at speed V1, while maintaining the minimum distances D MINDESTABSTAND1 and D MINDESTABSTAND2 be maintained. For example, server 118 can calculate the time t that vehicle 102 needs to travel the combined distance from D. MINDESTABSTAND1 , a vehicle length of 104 and D MINDESTABSTAND2 to travel at the relative speed V1-V2 to perform the passing maneuver shown by dashed lines. Server 118 can then calculate an estimated distance that vehicle 102 travels along roadway 202 during time t as V1*t to determine an estimated passing distance D. VORBEIFAHREN to calculate. Although not illustrated, the passing distance D can be calculated. VORBEIFAHRENThis should also include a buffer distance to account for uncertainties, such as an additional 10-20% due to possible speed fluctuations, terrain, wind, etc., which increases the time t for the passing maneuver.

[0045] Server 118 can mark the static passing zone of lane 202 as a current passing zone if it is predicted that vehicle 103 will pass over the estimated passing distance D at the end of time t. VORBEIFAHREN out onto lane 202, as illustrated by vehicle 103 in scenario 200B, to allow for a vehicle overtaking maneuver. However, as with regard to Fig. As explained in more detail in 2C, the boundaries of the current passing zones are dynamic and the server 118 can determine that the static passing zone of lane 202 at the point where a predicted position of vehicle 103 is within the estimated passing distance D VORBEIFAHRENThe area in front of vehicle 102 may be a current no-passing zone. In this context, a predicted position or the position of an oncoming vehicle within the passing distance D is used. VORBEIFAHREN referred to as a predicted overlap or intersection.

[0046] With reference to Fig. 2C is an exemplary schematic representation of scenario 200C with a roadway with two lanes illustrating a potential vehicle passing maneuver. Fig. Figure 2C is not to scale and is provided to illustrate the concept of a current no-passing zone. It should be noted that, although not illustrated in this example, a static no-passing zone is necessarily a current no-passing zone for vehicles traveling in the same direction, as passing within a static no-passing zone is not permitted.

[0047] In this example, lane 202 includes center line markings indicating that passing is permitted in the direction of travel of vehicles 102 and 104. Accordingly, the illustrated section of lane 202 in this example is a static passing zone.

[0048] In scenario 200C, vehicles 102, 103, and 104 are traveling on roadway 202, which has two lanes, 204 and 205, each running in one of two opposite directions. Vehicle 102 is traveling at a speed V1 in the same direction and on the same lane 204 as vehicle 104, which is traveling at a speed V2, lower than V1 for the purposes of this example, so a potential overtaking maneuver is possible. Additionally, vehicle 103 is traveling in the opposite direction on lane 205 at a speed V3. Vehicles traveling in the same direction and on lane 204, such as vehicle 102 and vehicle 104, can maintain an initial minimum following distance D. MINDESTABSTAND1 maintained as explained above. In addition, as explained above, vehicle 102 can maintain a second minimum distance D during a passing maneuver.MINDESTABSTAND2 in relation to an oncoming vehicle 103.

[0049] A computer, such as server 118, can calculate a passing distance D VORBEIFAHREN estimate a distance on lane 202 required for vehicle 102 to pass vehicle 104 at speed V2 at speed V1, while maintaining the minimum distances D MINDESTABSTAND1 and D MINDESTABSTAND2 be maintained. For example, server 118 can calculate the time t that vehicle 102 needs to travel the combined distance from D. MINDESTABSTAND1 , a vehicle length of 104 and D MINDESTABSTAND2 to travel at the relative speed V1-V2 to perform the passing maneuver shown by dashed lines. Server 118 can then calculate an estimated distance that vehicle 102 travels along roadway 202 during time t as V1*t to determine an estimated passing distance D.VORBEIFAHREN to calculate. Although not illustrated, the passing distance D can be calculated. VORBEIFAHREN This should also include a buffer distance to account for uncertainties, such as an additional 10-20% due to possible speed fluctuations, terrain, wind, etc., which increases the time t for the passing maneuver.

[0050] Server 118 can designate the static passing zone of lane 202 as a current no-passing zone if it is predicted that vehicle 103 will be within the section of lane 202 corresponding to the estimated passing distance D at the end of time t. VORBEIFAHRENoverlaps, as illustrated by vehicle 103 in scenario 200C. Server 118 can also designate the static passing zone of lane 202 at the point where vehicle 103 passes vehicle 102 (i.e., behind vehicle 103) as the current passing zone if no other vehicles are within passing distance D. VORBEIFAHREN are located on lane 205.

[0051] Accordingly, as can be seen from the Fig. 2A, Fig. 2B and Fig. 2C illustrates how a server 118, based on traffic conditions, determines that sections of carriageway 202, which are static passing zones, can be current passing zones or current no-passing zones. Additionally, the minimum distances D MINDESTABSTAND1 and D MINDESTABSTAND2Based on traffic speed and / or road conditions (darkness, rain, snow, fog, glare, construction site, etc.), the length and position of the current passing zones and the current no-passing zones may also vary based on traffic speed and / or road conditions.

[0052] Fig. 2D illustrates an exemplary scenario 200D with a roadway with two lanes for a vehicle passing maneuver. Fig. 2D is not to scale.

[0053] In this example, lane 202 includes center line markings indicating that passing is permitted in the direction of travel of vehicles 102 and 104. Accordingly, the illustrated section of lane 202 in this example is a static passing zone.

[0054] In scenario 200D, vehicles 102, 103, and 104 are traveling on a roadway 202, which has two lanes 204 and 205, each running in one of two opposite directions. Vehicle 102 is traveling at a speed V1 and at a distance D. B Behind vehicle 104, traveling in the same direction and on the same lane 204 as vehicle 104, vehicle 104 may be similar to vehicle 102 in this example, or it may be a large and / or slower-moving vehicle, such as a truck (shown), a bus, agricultural equipment, a motorhome, a towed trailer, etc., traveling at a speed V2, which for the purposes of this example is a speed lower than V1. Additionally, vehicle 103 is traveling in the opposite direction on lane 205 at a speed V3 at a distance D. A in front of vehicle 104.

[0055] Based on a planned route of the first vehicle 102, a speed V1 of vehicle 102 and a speed V2 of the second vehicle 104, the server 118 can predict that vehicle 102 is likely to pass vehicle 104 and consider vehicle 102 as a potential passing vehicle.

[0056] In an exemplary implementation of the present disclosure, a server 118 can receive respective vehicle data for a multitude of vehicles on a roadway, e.g., vehicles 102, 103, and 104 on a roadway 202, such as via wireless communication. With reference to Fig. The 2D vehicle data can include, for example, dimensions (e.g., length and width) and locations (e.g., geocoordinates) of vehicles 102, 103, and 104, as well as their respective speeds V1, V3, and V2 and directions of travel on the roadway 202. Vehicle data for a vehicle can be provided by the vehicles themselves or could additionally or alternatively be provided by other nearby vehicles (not shown) or roadside units 120. For example, data about a vehicle that is not communicating with server 118 (i.e., not connected) could be provided by sensors of a roadside unit 120 and / or by sensors of a vehicle 102 or 103 that is communicating with server 118.

[0057] Server 118 can also determine a set of current overtaking zones and a set of current no-overtaking zones on the roadway based on the speed and location data of the multitude of vehicles 102, 103, and 104, a set of static no-overtaking zones, and a set of static overtaking zones. In an implementation with vehicle 102 as a potential overtaking vehicle, a predictive distance D can be calculated. LA In front of the vehicle in question, 102, is the section of carriageway 202 that server 118 evaluates to determine the relevant sets of current passing zones and current no-passing zones for the vehicle in question, 102. As further below regarding the Fig. 5 and Fig. As discussed in section 6, vehicle 102 can request a pass and / or the server can select a suitable pass vehicle 102 for a pass operation. Accordingly, server 118 must evaluate the roadway 202 in front of the suitable pass vehicle 102 over a distance sufficient to provide a pass operation for the suitable pass vehicle 102, which is referred to as the foresight distance D. LA is referred to as such.

[0058] A location of the potential passing vehicle 102 can be used to determine a starting point for the forward distance D. LA to define a section of carriageway 202, which server 118 evaluates to determine the sets of current overtaking zones and current no-overtaking zones. The predictive distance D LAcan be selected in any suitable way, including as a fixed or standard distance, wherein the fixed distance can be specified for a section of a carriageway 202 and wherein, furthermore, the fixed distance can be adjusted. That is to say, an adjustable distance could be determined based on traffic conditions, an adjustable distance could be determined based on weather conditions, and / or an adjustable distance could be determined based on the vehicle 102 in question or its driver. For example, a fixed looking-ahead distance D could be LA for a section of carriageway 202 according to data stored on and provided by server 118, e.g. in a map that includes carriageway 202 and predictive distances D LAspecified for respective sections of carriageway 202. In some limitations, the fixed forward distance D could be LA then be set. To adjust the predictive distance D LA To configure this, the server could implement an algorithm that takes into account traffic conditions, such as traffic density or the number of vehicles per unit distance on the section of roadway 202 and / or the average currently measured speed of vehicles on roadway 202, weather conditions, such as ambient light, presence or absence of precipitation, etc., on roadway 202, and / or other factors. The algorithm could provide weights or setting factors for different values ​​of traffic conditions, weather conditions, etc. For example, a predictive distance D could LAThe reduction can occur if traffic density exceeds a threshold, if ambient light exceeds a threshold, if there is heavy precipitation, etc. It is understood that the factors and weightings implemented by Server 118 could be determined through simulations and / or empirical tests.

[0059] For example, server 118 can have a fixed forward distance D. LA For example, 5 miles for passing in the same direction or in the same lane for a section of carriageway 202, and furthermore, server 118 could store the predictive distance D. LAfor traffic conditions, such as speed, by setting a distance of 4 miles if the speed limit on lane 202 is 35-40 mph, a distance of 5 miles if the speed limit is 45-55 mph, and a distance of 6 miles if the speed limit is between 60-70 mph. In this way, the predictive distance D LA an increased D VORBEIFAHREN , which is generally associated with higher speeds. Server 118 can use other traffic conditions, such as traffic density, to calculate the predictive distance D. LA to set a factor, e.g. a multiplier, such as between 0.5 and 2.0, to adjust the look-ahead distance D LA to reduce when traffic is sparse, and the forward distance D LAto increase when traffic is heavy. Similarly, server 118 can increase the predictive distance D. LA to adjust a factor based on weather or environmental conditions, e.g., a multiplier such as between 0.5 and 2.0, to determine the forecast distance D. LA to decrease when conditions are clear and dry, and the forward distance D LAto increase when weather conditions make vehicle speeds less predictable. Server 118 can set an allowable range of minor speed changes for an eligible passing vehicle 102, or the assigned driver can set a quantity of allowable minor speed changes, such as through user input in the MMS 112. In this context, a "minor" change in vehicle speed or a "minor speed change" of the vehicle means that the speed change is within a allowable or predetermined range (i.e., within a "span") that a vehicle user or Server 118 can define as a + / - range in percentages or miles per hour. Server 118 can use the quantity of allowable minor speed change to determine the predictive distance D. LAto adjust a factor, e.g., as discussed above, to adjust the forward distance D LA to reduce if the slight speed change is set high, e.g., + / - 5 mph, since a smaller passing distance may be justified the higher the speed, and the looking-ahead distance D LA to increase if the slight change in speed is small, e.g. + / - 2 mph, since smaller changes in speed affect the passing distance D VORBEIFAHRENThis can extend the predicted passing distance and limit the possibilities for passing. Server 118 can include programming to consider other factors alternatively or additionally, including vehicle characteristics such as vehicle length, vehicle weight, towing a trailer, etc., which can affect the predicted passing time. In an implementation where Server 118 considers multiple factors, each factor can affect the base predicted passing distance D. LA applied, weighted (whereby the respective weights sum to 1) and added together to determine a set forecast distance D LA to determine. Server 118 can use similar principles based on factors and weightings determined through simulations and / or empirical tests while passing oncoming traffic to determine a different looking-ahead distance D. LAfor passing a large vehicle in the opposite direction (as defined below) (hereinafter with reference to the Fig. 3A and Fig. 3B discussed) or can the D LA Set the same settings for both cases.

[0060] Alternatively or additionally, server 118 can also be programmed to detect conditions of roadway 202 within the predictive distance D. LA to be taken into account when determining sets of current overtaking zones and current no-overtaking zones. For example, Server 118 can consider one or more road conditions, including but not limited to width, curvature, gradient, surface condition, and weather conditions (including glare, darkness, rain, snow, fog, dust, smoke, wind, etc.), to determine whether overtaking may take longer, or to set the size of any buffer distance to the overtaking distance D. VORBEIFAHRENis added, which is used to determine sets of current pass zones and current no-pass zones, since each of these conditions can also affect the predictability of vehicle speeds.

[0061] In the Fig. In the example illustrated in 2A-2D, lane 202 is located within the looking-ahead distance D. LA The overtaking zone center markings are present and are straight, flat, and exceed a threshold width to allow vehicles 102, 103, and 104 to pass. Accordingly, the set of static no-overtaking zones in this example is empty, and the set of static overtaking zones includes the full length of the lookout distance D. LA .

[0062] Based on the respective speeds V1, V2 and V3 of the vehicle 102, vehicle 104 and the oncoming vehicle 103 and the relative distances DB and D a However, based on the distance between the vehicle 102 and the oncoming vehicle 103, and the vehicle 104 being passed, the server 118 can determine a predicted overlap within a region of the roadway 202, in which it is predicted that the vehicles 102, 103 and 104 will be within an applicable distance threshold D during a passing maneuver. MINDESTABSTAND1 or D MINDESTABSTAND2 are located apart, as above in relation to the Fig. 2B and Fig. 2C explains and can mark this predicted overlap area as a current no-passing zone. In one implementation, the server can predict 118 vehicle locations to determine the overlap region by solving basic physical equations of motion (e.g., Δx - v*Δt) or similar equations known for predicting a position based on trajectory data.

[0063] Thus, the set of current overtaking zones based on the determination of the overtaking prohibition zone in this example includes the roadway before and after the predicted overlap region, and the set of current overtaking prohibition zones includes the predicted overlap region. The extent of the predicted overlap region is determined by the overtaking distance D. VORBEIFAHREN determined, which may be based on rules designed to maintain predetermined minimum distances between vehicles in the same lane depending on speed and direction of travel (e.g. minimum distances D MINDESTABSTAND1 and D MINDESTABSTAND2 from the Fig. 2B and Fig. 2C) and may include additional buffer distances at each end to account for various uncertainties in vehicle speeds, such as weather and driver variance. Minimum following distances (i.e., the distances to which vehicles in the same lane may approach each other) can be determined, for example, by empirical testing or simulation, and can be retrieved, for instance, from a lookup table based on the speed of the passing vehicle. Buffer distances can be specified as a percentage of the calculated passing distance D. VORBEIFAHREN These values ​​can be determined, such as 10% or 20%, and may depend on a predicted level of uncertainty (e.g., of vehicle speeds) and / or weather and road conditions (darkness, rain, snow, glare, construction sites, etc.).

[0064] A current no-passing zone, based on an overlap predicted by server 118, typically depends on the current speeds of vehicles 102, 103, and 104 on lane 202. If one or more vehicles 102, 103, and 104 adjust their speeds relative to each other, it may be possible to avoid the predicted overlap during a vehicle passing maneuver and create a current no-passing zone. Similarly, server 118 can determine control parameters to adjust the speed of one or more vehicles 102, 103, and 104 to eliminate a current no-passing zone based on a static no-passing zone, thus allowing a vehicle passing maneuver.

[0065] In the current example, to prevent the potential passing vehicle 102 from passing vehicle 104 in a current no-passing zone, server 118 can select a current passing zone from a set of current passing zones and transmit a control parameter to the potential passing vehicle 102 so that a passing maneuver occurs in the selected current passing zone. In this context, a control parameter refers to one or more data values—that is, criteria, an instruction, or a threshold—that can be used to actuate a vehicle's propulsion, braking, or steering system to facilitate a vehicle passing maneuver. For example, a control parameter can instruct the potential passing vehicle 102 to maintain its speed within the minor speed change limits (i.e.,slightly) to increase in order to pass vehicle 104 before the oncoming vehicle 103 is within distance D. MINDESTABSTAND2 To facilitate the passing maneuver, a control parameter can also include a steering instruction for the vehicle 102 in question, such as steering into the oncoming lane 205 and then back into lane 204. Similarly, server 118 can instruct the vehicle 102 in question to slow down slightly to allow the oncoming vehicle 103 to pass vehicle 104 before the vehicle 102 begins to pass vehicle 104.

[0066] Alternatively, server 118 can transmit a control parameter to the relevant passing vehicle 102 to maintain, increase or decrease its speed, and transmit one or more further control parameters to one or more of the other vehicles 103 and 104, instructing them to maintain, increase or decrease their speed, so that the passing process and traffic flow can be better coordinated (and the speed settings for each vehicle are smaller).

[0067] The various instructions of the control parameters can be displayed to a driver of the assigned vehicle (102, 103 and / or 104) on an MMS when a vehicle is being controlled by the driver, and / or can be used by a vehicle computer 105 to operate a vehicle subsystem when driver assistance systems or the like, such as adaptive cruise control, are active in the vehicle, i.e., operating one or more of the drive, steering or braking.

[0068] A greater forward distance D LA This allows server 118 to transmit control parameters to one or more vehicles earlier, so that small changes over time can have a greater impact, but a greater foresight distance D LAIt may also require collecting more data and an additional computational load to determine potential overlaps on server 118. Accordingly, an appropriate selection of a predictive distance D may be necessary. LA These factors must be balanced for a potentially passing vehicle.

[0069] The Fig. 3A and Fig. Figures 3B illustrate an exemplary scenario 300A and 300B with a two-lane roadway at a starting point, based on a prediction of a vehicle passing maneuver. Fig. 3A and Fig. Figures 3B are not to scale and are used to illustrate concepts of the present disclosure. The speed and relative distances for each vehicle 102, 103 and 104, as shown in Fig. The 2D values ​​used have been omitted for clarity, with vehicle 104 remaining within the lookout distance D. LAthe vehicles 102 and / or 103.

[0070] Scenarios 300A and 300B concern a vehicle overtaking maneuver where it is desirable for a vehicle 102 or 103 traveling in a first direction to prevent overtaking a large vehicle traveling in the opposite direction at certain points, such as blind curves, tight bends, narrow sections, and single-lane sections. Such a situation is referred to as overtaking or passing in the opposite direction.

[0071] In scenario 300A, vehicles 102, 103, and 104 are traveling on a roadway 202, which has two lanes, each running in one of two opposite directions or otherwise designated for two-way traffic. Vehicle 102 is traveling at a speed V1 at a distance D Bfrom vehicle 104 in the same direction as vehicle 103. Vehicle 104 in this example is a large vehicle, such as a truck, bus, agricultural vehicle, motorhome, towed trailer, etc., traveling at a speed V2 in the opposite direction on lane 202. Additionally, vehicle 103 is traveling at a speed V3 in the same direction as vehicle 102 at a distance D. A from the large vehicle 104, which is closer than the distance D B of the large vehicle 104.

[0072] Based on the planned routes of vehicles 102, 103, and 104 on lane 202, each of vehicles 102 and 103 must pass the large vehicle 104 in the opposite direction. However, based on its dimensions, the large vehicle 104 may be too wide for vehicles 102 and 103 to comfortably pass it in the tight, blind curves and / or narrow sections of lane 202.

[0073] In an exemplary implementation of the present disclosure, a server 118 can receive respective vehicle data for a multitude of vehicles on a roadway, e.g., vehicles 102, 103, and 104 on a roadway 202, such as via wireless communication. With reference to Fig. 3A The vehicle data can include, for example, dimensions (e.g., length and width) and locations (e.g., geocoordinates) of vehicles 102, 103, and 104, as well as their respective speeds V1, V3, and V2 and directions of travel on the roadway 202. A vehicle can provide vehicle data about itself, or additionally or alternatively, other vehicles (not shown) or roadside units 120 can provide data for a vehicle. For example, sensors of a roadside unit 120 and / or sensors of a vehicle 102 that is communicating with server 118 can provide data about a vehicle 103 that is not communicating with server 118 (i.e., not connected).

[0074] Server 118 can also store a set of current overtaking zones and a set of current no-overtaking zones at a predictive distance D. LAon the roadway, based on the speed and location data of the multitude of vehicles 102, 103, and 104, a set of static no-passing zones and a set of static passing zones are determined. In the present example, the roadway 202 may or may not have center line markings and includes blind curves and a narrow section. Accordingly, as in Fig. Figure 3A illustrates a set of static no-passing zones. In this example, static no-passing zones 320 and 340 are associated with blind curves, and a static no-passing zone 350 is associated with a narrow section that is not wide enough for two vehicles to pass simultaneously (e.g., a single-lane bridge). Alternatively, the narrow section may be wide enough to accommodate two oncoming cars but not wide enough to accommodate oncoming vehicles if one is wide (truck, bus, etc.), such as a large vehicle 104. While such blind and narrow no-passing zones can be marked as static no-passing zones for the purpose of passing in the same direction (and, for example,Server 118 can also designate these types of no-passing zones (including solid center line markings) as static no-passing zones for the purpose of allowing large vehicles to pass in the opposite direction.

[0075] Fig. Figure 3B illustrates a predicted scenario 300B based on the initial conditions of scenario 300A. This is based on the respective speeds V1, V2, and V3 of vehicle 102, large vehicle 104, and vehicle 103, and the relative distances D. B and D ABased on the distances of vehicles 102 and 103 to the large vehicle 104, which they are passing, server 118 can determine a predicted intersection region of the roadway where, according to the prediction, vehicles 102 and 103 will pass the large vehicle 104 in the opposite direction. The extent of the predicted intersection regions for vehicles 102 and 103 can include a predicted intersection location and additional buffer zones at each end to account for various uncertainties in vehicle speeds, such as weather and driver variance.

[0076] In scenario 300B, server 118 may determine that a predicted overlap for vehicle 103 at location X falls within a static no-passing zone 340 from scenario 300A. In this case, based on the predicted overlap, the server may determine that the static no-passing zone is an actual no-passing zone 340B for vehicle 103. To avoid such an overlap, server 118 may transmit control parameters to vehicle 103 so that the predicted overlap location X falls within an actual no-passing zone. For example, a control parameter may instruct a potential no-passing vehicle 103 to slow down so that it remains within a permissible minor speed change to pass the large vehicle 104 in the no-passing zone 330 ( Fig. 3A) to pass by a current passing zone 330B ( Fig. 3B). Similarly, server 118 can determine that a predicted overlap region for vehicle 102 at location Y falls within a static no-passing zone 330 from scenario 300A. In this case, the server can determine that the static no-passing zone 330 ( Fig. 3A) a current passing zone 330B ( Fig. 3B) for vehicle 102. Server 118 can transmit control parameters to vehicle 102 to maintain its speed or otherwise cause a predicted overlap region to fall within the current passing zone 330B. For example, a control parameter might instruct vehicle 102 to maintain its speed or perhaps slow down slightly to maintain a distance from vehicle 103 while still passing the large vehicle 104 in passing zone 330, thus making it the current passing zone 330B for vehicle 102.

[0077] Alternatively or additionally, server 118 can transmit a control parameter to a potential passing vehicle 102 or 103 to maintain, increase, or decrease its speed, and transmit one or more further control parameters to the large vehicle 104, instructing it to maintain, increase, or decrease its speed, so that the passing process and traffic flow can be better coordinated (and the speed settings are smaller), while still allowing the vehicle passing processes to take place in the opposite direction in a current passing zone selected from the static passing zones in scenario 300A.

[0078] Fig. Figure 4 is a process flow diagram of an example process 400 for a vehicle passing maneuver. Process 400 can be applied to a passing maneuver in the same direction as in the Fig. 2B-2D illustrates, or a passing maneuver in the opposite direction, as in the Fig. 3A and Fig. 3B illustrates how it can be applied.

[0079] Process 400 can begin at a block 402, where multiple vehicles operate on a segment of a two-lane roadway and a central computer, such as server 118, communicates with at least one of the vehicles in that segment. For example, vehicle 102 can communicate with server 118, such as wirelessly, and share route data from a navigation subsystem indicating a planned route on roadway 202, or share location data indicating a current journey on roadway 202. The segment of the roadway could be predetermined and stored along with map data, and / or it could be a segment of the roadway defined as lying within a specified distance or radius of a landmark or object, such as a roadside unit 120.

[0080] In the next block, 405, server 118 obtains vehicle data for a multitude of vehicles (e.g., vehicles 102, 103, and 104) operating on, or planned to operate on, a section of the two-lane roadway (e.g., lane 202). Server 118 can receive individual vehicle data for a multitude of vehicles on a roadway, such as vehicles 102, 103, and 104 on lane 202, for example, via wireless communication. The vehicle data can include, for example, the dimensions (e.g., length and width) and locations (e.g., geocoordinates) of vehicles 102, 103, and 104, as well as their respective speeds V1, V3, and V2, and directions of travel on lane 202. As with the Fig. 2D and Fig. 3A, Fig. Section 3B discusses how a vehicle can provide vehicle data about itself, or additionally or alternatively, other vehicles (not shown) or roadside units 120 can provide data for a vehicle. For example, sensors of a roadside unit 120 and / or sensors of a vehicle 102 that is communicating with server 118 can provide data about a vehicle 103 that is not communicating with server 118 (i.e., not connected).

[0081] In block 410, the server obtains 118 road data for carriageway 202. Road data can include, among other things, carriageway boundaries, carriageway or lane widths, carriageway centerline markings, marked static pass and no-pass zones, carriageway curves, carriageway gradients, carriageway surface conditions, carriageway weather conditions (including surface conditions such as water, snow or ice and visibility conditions such as darkness, glare, rain, snow, fog, smoke or sand), carriageway construction boundary lines, carriageway-side obstructions to visibility (e.g. blind curves) and posted carriageway speed limits.The server 118 can obtain road data from one or more sources, including digital maps, sensors of a roadside unit 120 communicating with the server 118, sensors of a vehicle 102 communicating with the server 118, and weather data for an area which includes, for example, a section of the roadway 202.

[0082] In the next block, 415, server 118 determines current pass-by and no-pass zones for a potential pass-by vehicle, such as vehicle 102, which is communicating with server 118. By default, server 118 can select a potential pass-by vehicle 102 if a pass-by is predicted (e.g., vehicle 102 is approaching a slower-moving vehicle 104 on lane 202), or it can receive a pass-by request from vehicle 102. In this context, a pass-by request from vehicle 102 is a specific request to server 118 to request a pass-by operation for a specified second vehicle, or a request from vehicle 102 to server 118 that it wishes to perform pass-by operations when possible with respect to slow-moving vehicles in that section of the lane. As with the Fig. 2D and Fig. 3 reveals that server 118 can perform a foresight distance D LA assess the vehicle 102 along carriageway 202 and determine current passing and no-passing zones for vehicle 102 to pass on the same lane (e.g. Fig. 2D) and / or passing in the opposite lane ( Fig. 3) Based on speed, location, and dimension data for the multitude of vehicles (e.g., 102, 103, 104), determine a set of static no-passing zones and a set of static pass-by zones from the road data. Server 118 can also take into account vehicle speeds, lane speed limits, weather conditions, and / or traffic conditions when determining the predictive distance D. LA for the vehicle 102 along the carriageway 202 and / or determines a minimum distance or buffer for estimating a passing distance D VORBEIFAHREN is used.

[0083] In the next block 420, server 118 determines one or more control parameters for a pass-by operation to occur at or within one or more pass-by zones. If server 118 predicts that the vehicle in question, 102, at its current speed, can pass a first vehicle in a current pass-by zone (i.e., D VORBEIFAHREN (falls within a current passing zone), it can evaluate the next possible passing maneuver to overtake a second vehicle, if necessary. If server 118 predicts that the vehicle in question, 102, cannot perform a passing maneuver with respect to another vehicle at its current speed because, at current vehicle speeds, the passing maneuver would occur in a current no-passing zone (i.e., D VORBEIFAHREN(If the situation overlaps with an existing no-passing zone), Server 118 can evaluate possible vehicle speed changes (i.e., possible control parameters) that are typically, but not necessarily, within a minor range described above, allowing the eligible passing vehicle 102 to perform a passing maneuver in a passing zone. When evaluating such scenarios, Server 118 can only evaluate possible speed changes of vehicles that are communicating with Server 118. In one implementation, Server 118 can evaluate possible speed changes of an eligible passing vehicle 102 that would allow a passing maneuver to occur in a passing zone, and it can also evaluate possible speed changes of other vehicles on lane 202.

[0084] In a block 425, server 118 can transmit one or more control parameters to one or more vehicles communicating with server 118 to execute a pass-by maneuver for the vehicle 102 in question. For example, if server 118 anticipates that the vehicle 102, at its current speed, can pass another vehicle in a current pass-by zone, a control parameter can instruct vehicle 102 to maintain its current speed.Similarly, if server 118 predicts that the vehicle in question, 102, cannot overtake the other vehicle at its current speed because, at current vehicle speeds, the overtaking maneuver would occur in a current no-overtaking zone, a control parameter can instruct vehicle 102 and / or other vehicles, in communication with server 118, to slightly accelerate or slightly decelerate in order to carry out an overtaking maneuver in a current no-overtaking zone (i.e., D. VORBEIFAHREN(to allow the vehicle to pass within a current passing zone). Accordingly, server 118 determines at least one control parameter based on the set of current passing zones and the set of current no-passing zones for the vehicle 102 in question. In one implementation, server 118 can transmit one or more additional control parameters to one or more vehicles on the roadway, in addition to transmitting the control parameter to the vehicle 102 in question.

[0085] In the next block, 430, server 118 determines whether process 400 should continue. If process 400 was initiated by a pass-by request that has completed, or if vehicle 102 stops communicating with server 118, server 118 can terminate process 400 (i.e., determine "NO" at block 430). If server 118 determines that the pass-by operation has not yet occurred based on a pass-by request, server 118 can continue execution (i.e., determine "YES" at block 430) until the pass-by vehicle 102 performs the pass-by operation to take into account updated conditions (i.e., updated vehicle and road data), and / or, if this does not occur in response to a pass-by request specific to a particular vehicle, it can continue execution.(Determine “YES” at block 430), in order to possibly perform additional pass-by operations for a potential pass-by vehicle 102, e.g. while data is being received from vehicle 102.

[0086] Fig. Figure 5 illustrates another example process 500 for a vehicle passing maneuver. Process 500 can be applied to a passing maneuver in the same direction as in the Fig. 2B-2D illustrates, or a passing maneuver in the opposite direction, as in the Fig. 3 illustrated, can be applied.

[0087] Process 500 can begin when multiple vehicles are operating on a section of a two-lane roadway, with at least one vehicle communicating with a central computer, such as a Server 118. For example, Vehicle 102 can communicate with Server 118, such as wirelessly, and share route data from a navigation subsystem indicating a planned route on lane 202, or share location data indicating a current journey on lane 202.

[0088] In a first block 505, a central computer, such as server 118, obtains vehicle data for a large number of vehicles (e.g., vehicles 102, 103, and 104) that are operating on, or are planned to operate on, a section of the two-lane carriageway (e.g., carriageway 202), as described above in relation to block 405. Fig. 4 discussed.

[0089] In block 510, the server obtains 118 road data for lane 202, as above in relation to block 410 in Fig. 4 discussed.

[0090] In the next block 515, server 118 selects a potential vehicle for a pass-by operation, such as a potential pass-by vehicle 102. Server 118 can select the potential pass-by vehicle 102 based on the fact that a pass-by request is received from the potential pass-by vehicle 102, or it can select the potential pass-by vehicle 102 based on a prediction, based on its current route and speed, that the potential pass-by vehicle 102 will pass another vehicle 104 either in the same direction (e.g., as in Fig. 2D) or a passing maneuver in the opposite direction of a large vehicle (e.g. as in Fig. 3A) will be exposed.

[0091] In block 520, server 118 determines whether there is a static pass-by zone within a specified lookout distance D. LA of vehicle 102 along lane 202. Server 118 calls a set of static passing zones for vehicle 102 to pass on the same lane (e.g. Fig. 2D) and / or to pass on the opposite lane ( Fig. 3A and Fig. 3B) for the section of the forward distance D LA The determination is made using roadway 202 from the road data. If server 118 determines "NO" at block 520 (i.e., the set of static passing zones at the look-ahead distance D) LAIf the vehicle 102 is empty or zero, no pass-by operation can occur at this time, and process 500 returns to another iteration of obtaining vehicle data at block 505. If server 118 determines "YES" at block 520, process 500 moves on to block 525.

[0092] At block 525, server 118 determines whether a pass zone is available for the potential passing vehicle 102 by determining current pass zones (and current no-pass zones) for the potential passing vehicle 102 based on the speed, location, and dimension data for the multitude of vehicles (e.g., 102, 103, 104) and the set of static pass zones from the road data. Server 118 may also consider vehicle speeds, lane speed limits, weather conditions, and / or traffic conditions when determining a minimum clearance distance or buffer used to estimate a pass distance D. VORBEIFAHREN is used to determine current passing zones, such as in relation to the Fig. 2B and Fig. 2C described. If server 118 determines that a passing zone is available for the eligible passing vehicle 102 (i.e., "YES" at block 525), process 500 moves to block 535.

[0093] If server 118 determines that no pass zone is available for a potential pass vehicle 102 (i.e., "NO" at block 525), process 500 proceeds to block 530, where server 118 determines whether a setting on one or more vehicles communicating with server 118 would make a pass zone available. If server 118 determines that a setting is possible (i.e., "YES" at block 530), process 500 proceeds to block 535. If server 118 determines that a setting is not possible (i.e., "NO" at block 530), process 500 proceeds to block 540.

[0094] In block 535, server 118 determines one or more control parameters and outputs them to one or more vehicles in communication with server 118 in order to realize a passing maneuver for the vehicle 102 in question.

[0095] If a pass-by maneuver for a potential pass vehicle 102 is not currently possible (i.e., Server 118 has determined "NO" at block 530), Server 118 determines at block 540 whether process 500 should continue. If the potential pass vehicle 102 continues its route and / or there are additional vehicles in communication with Server 118 that can be selected for potential pass-by maneuvers, Server 118 can continue process 500 (i.e., determine "YES" at block 540) and return to block 505 to continue acquiring vehicle data. If the potential pass vehicle completes its route and / or there are no additional vehicles in communication with Server 118 that can be selected for potential pass-by maneuvers, Server 118 can terminate process 500 (i.e., determine "NO" at block 540).

[0096] Fig. Figure 6 illustrates an exemplary flowchart of process 600, which is carried out on a vehicle 102 for a vehicle passing maneuver. Process 600 can be applied to a passing maneuver in the same direction as in the Fig. 2B-2D illustrates, or a passing maneuver in the opposite direction, as in the Fig. 3A and Fig. 3B illustrates how it can be applied.

[0097] The process 600 can begin when a vehicle computer 105 initiates wireless communication with the server 118 via the communication module 114.

[0098] In a first block 605, the vehicle computer 105 shares vehicle data with the server 118. The vehicle data can include dimensions (e.g., length and width), location (e.g., geocoordinates), speed V1, and planned route of the vehicle 102, and can further include dimensions (e.g., length and width) and location (e.g., geocoordinates) of other nearby vehicles 103 and 104, as well as their respective speeds V3 and V2 and directions of travel on the roadway 202, which are shared with the vehicle 102 via V2V or V2X communication and / or collected by the sensors 108 of the vehicle 102.

[0099] In the next block 610, the vehicle computer 105 shares vehicle data with the server 118. Road data can be collected by the computer 105 based on inputs from the sensors 108 and can be used in the aforementioned block 410. Fig. 4 data points discussed.

[0100] In block 615, the vehicle computer 105 determines whether a pass-by request has been made. User input, such as a general setting selection to request a pass-by when approaching a slower-moving vehicle, or specific user input to request an actual pass-by for a particular vehicle, can indicate to the vehicle computer 105 that a pass-by request has been made by vehicle 102. In another implementation, vehicle 102 can participate in pass-bys for other vehicles in communication with server 118 and can receive a notification of a pass-by request made by another vehicle. If the vehicle computer 105 determines that no pass-by request has been made (i.e., "NO" at block 615), process 600 returns to block 605. If the vehicle computer 105 determines that a pass-by request has been made (i.e.,If "YES" is answered at block 615, process 600 returns to block 620.

[0101] In a block 620, the vehicle computer 105 receives one or more control parameters from the server 118 to execute a pass-by operation either for the vehicle 102 or another vehicle communicating with the server 118, as described above in relation to Fig. 2D and Fig. 3A and Fig. 3B revealed.

[0102] In the next block 625, the vehicle computer 105 actuates controls of the vehicle 102 based on one or more control parameters. In one implementation, the vehicle computer 105 can actuate a display of the MMS 112 to indicate a requested speed change. In another implementation, the vehicle computer 105 can actuate a vehicle subsystem when driver assistance systems or the like, such as adaptive cruise control, are active in the vehicle 102, i.e., operate one or more of the drive, steering, or braking systems to execute a requested speed change and / or lane change.

[0103] In the next block, 630, computer 105 determines whether process 600 should continue. If vehicle 102 continues on its route, vehicle computer 105 can continue process 600 (i.e., determine "YES" at block 630) and return to block 605 to continue sharing vehicle data. If vehicle 102 has completed its route, vehicle computer 105 can terminate process 600 (i.e., determine "NO" at block 630).

[0104] Although the above disclosure relates to certain implementations, various other implementations are possible without deviating from the current disclosure.

[0105] The use of "as a reaction to," "based on," and "when determined" in this document indicates a causal relationship and not merely a temporal one. Furthermore, all expressions used in the claims are to be understood as having their simple and general meanings as known to the person skilled in the art, unless expressly stated otherwise in this document. In particular, the use of singular articles such as "a," "an," "the," "a," "a," etc., is to be interpreted as referring to one or more of the elements listed, unless a claim expressly limits this to the contrary.

[0106] In the drawings, the same or similar reference symbols indicate the same or similar elements. Furthermore, some or all of these elements may be modified. Regarding the media, processes, systems, procedures, etc., described in this document, it is understood that although the steps of such processes, etc., have been described as occurring according to a certain ordered sequence, the described steps may, in the execution of such processes, be carried out in an order that is not the order described in this document, unless otherwise indicated or evident from the context. Likewise, it is further understood that certain steps may be carried out simultaneously, other steps may be added, or certain steps described in this document may be omitted.In other words, the descriptions of processes in this document are provided for the purpose of illustrating certain embodiments and should in no way be interpreted as limiting the present disclosure.

[0107] The revelation has been described in an illustrative manner, and it is understood that the terminology used is intended to be descriptive and not restrictive. In light of the foregoing teachings, many modifications and variations of the present revelation are possible, and the revelation can be implemented differently than specifically described.

[0108] According to the present invention, a system is provided comprising a computer including a processor and a memory, wherein the memory stores instructions executable by the processor such that the computer is programmed to: receive, via wireless communication, respective vehicle data for each of a plurality of vehicles on a roadway, wherein the vehicle data includes at least speed and location data; determine a set of current passing zones and a set of current no-passing zones on the roadway based on the speed and location data of the plurality of vehicles, a set of static no-passing zones, and a set of static passing zones;and transferring a control parameter for a potential passing vehicle among the multitude of vehicles, wherein the control parameter is determined on the basis of the set of current passing zones and the set of current no-passing zones.

[0109] According to one embodiment, the invention is further characterized by instructions for the following: transmitting one or more further respective control parameters to one or more vehicles in the plurality of vehicles in addition to transmitting the control parameter to the passing vehicle in question.

[0110] According to one embodiment, the control parameter includes a steering instruction for the vehicle passing in question.

[0111] According to one embodiment, the invention is further characterized by instructions for the following: determining the control parameter based on the location of a current passing zone selected from the set of current passing zones.

[0112] According to one embodiment, the instructions for determining the sets of current passing zones and current no-passing zones take into account the location of the vehicle in question.

[0113] According to one embodiment, the location of the vehicle in question is used to define a starting point for a lookout distance for a section of the roadway, which is evaluated to determine the sets of current pass-by zones and current no-pass-by zones, wherein the lookout distance is selected from a fixed distance, an adjustable distance based on traffic conditions, an adjustable distance based on weather conditions, or an adjustable distance based on the vehicle in question.

[0114] According to one embodiment, the instructions for determining the sets of current passing zones and current no-passing zones take into account a roadway condition.

[0115] According to one embodiment, the road condition includes a width, a curve, a gradient, a surface condition, and a weather condition.

[0116] According to one embodiment, the vehicle data includes vehicle dimension data.

[0117] According to one embodiment, at least one of the sets of current passing zones, current no-passing zones, static no-passing zones and static passing zones is empty.

[0118] According to one embodiment, the invention is further characterized by instructions for the following: receiving a pass-by zone request from the vehicle in question.

[0119] According to one embodiment, the invention is further characterized by instructions for: receiving the vehicle data for a first of the plurality of vehicles from a roadside infrastructure element or a second of the plurality of vehicles.

[0120] According to one embodiment, the invention is further characterized by a vehicle computer in the vehicle in question, which includes a processor and a memory, wherein the memory stores instructions that can be executed by the processor, such that the vehicle computer is programmed to: control at least one of the speed or steering according to the transmitted control parameter.

[0121] According to the present invention, a method comprises the following: receiving, via wireless communication, respective vehicle data for each of a plurality of vehicles on a roadway, wherein the vehicle data includes at least speed, location, and dimension data; determining a set of current pass zones and a set of current no-pass zones on the roadway based on the speed and location data of the plurality of vehicles, a set of static no-pass zones, and a set of static pass zones; and transmitting a control parameter for a potential pass vehicle among the plurality of vehicles, wherein the control parameter is determined based on the location of a current pass zone selected from the set of current pass zones.

[0122] In one aspect of the invention, the method involves transmitting one or more further respective control parameters to one or more participating vehicles in the plurality of vehicles, in addition to transmitting the control parameter to the passing vehicle in question.

[0123] In one aspect of the invention, determining the sets of current passing zones and current no-passing zones is further based on a location of the vehicle in question and a road condition that includes a curve, a gradient, a lane width, a surface condition or a weather condition.

[0124] In one aspect of the invention, the location of the vehicle in question is used to define a starting point for a lookout distance for a section of the roadway, which is evaluated to determine the sets of current pass-by zones and current no-pass-by zones, wherein the lookout distance is selected from a fixed distance, an adjustable distance based on traffic conditions, an adjustable distance based on weather conditions, or an adjustable distance based on the vehicle in question.

[0125] In one aspect of the invention, the method involves controlling at least one speed or steering in the passing vehicle in question according to the control parameter.

[0126] In one aspect of the invention, the method involves receiving vehicle data for a first of the plurality of vehicles from a roadside infrastructure element or a second of the plurality of vehicles.

[0127] In one aspect of the invention, the method involves receiving a pass-by zone request from the vehicle in question.

Claims

[1] Method comprising: Receiving, via wireless communication, respective vehicle data for each of a plurality of vehicles on a roadway, the vehicle data including at least speed and location data; Determining a set of current pass-by zones and a set of current no-pass zones on the roadway based on the speed and location data from the plurality of vehicles, a set of static no-pass zones, and a set of static pass-by zones; and Transmitting a control parameter for a candidate pass-by vehicle in the plurality of vehicles, wherein the control parameter is determined based on a location of a current pass-by zone selected from the set of current pass-by zones. [2] The method of claim 1, further comprising transmitting one or more further respective control parameters to one or more vehicles in the plurality of vehicles in addition to transmitting the control parameter to the candidate pass-by vehicle. [3] The method of claim 1, wherein the control parameter includes a steering instruction for the candidate passing vehicle. [4] The method of claim 1, further comprising determining the control parameter based on a location of a current pass-by zone selected from the set of current pass-by zones. [5] The method of claim 1, wherein determining the sets of current pass-by zones and current no-pass zones takes into account a location of the candidate pass-by vehicle. [6] The method of claim 5, wherein the location of the candidate pass-by vehicle is used to define a starting point for a look-ahead distance for a portion of the roadway that is evaluated to determine the sets of current pass-by zones and current no-pass zones, the look-ahead distance being selected from a fixed distance, an adjustable distance based on traffic conditions, an adjustable distance based on weather conditions, or an adjustable distance based on the candidate pass-by vehicle. [7] The method of claim 1, wherein determining the sets of current pass zones and current no-pass zones takes into account a roadway condition. [8] The method of claim 7, wherein the road condition includes one of a width, a curve, a gradient, a surface condition, and a weather condition. [9] The method of claim 1, wherein the vehicle data includes vehicle dimension data. [10] The method of claim 1, wherein at least one of the sets of current pass-by zones, current no-pass zones, static no-pass zones, and static pass-by zones is empty. [11] The method of claim 1, further comprising receiving, from the candidate pass-by vehicle, a pass-by zone request. [12] The method of claim 1, wherein the control parameter of the candidate pass-by vehicle assists another vehicle in a pass-by zone request. [13] The method of claim 1, further comprising controlling, in the candidate pass-by vehicle, at least one of a speed or steering according to the control parameter. [14] The method of claim 1, further comprising receiving the vehicle data for a first of the plurality of vehicles from a roadside infrastructure element or a second of the plurality of vehicles. [15] A computing device comprising a processor and a memory storing instructions executable by the processor to perform the method of any one of claims 1-14.

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