EVALUATION OF VEHICLE LANE TO DETECT AND REACT TO IMPLOASIBLE STEERING INITIALS BY A DRIVER

Abstract

A lane evaluation system for a vehicle includes a trajectory calculation module configured to determine: the actual trajectory of a vehicle based on the actual position of the vehicle's steering wheel, and the apparent trajectory of the vehicle based on the apparent position of the vehicle's steering wheel. An obstacle grid generation module is configured to generate an obstacle grid. A collision probability module is configured to determine a collision probability based on the obstacle grid and the vehicle's actual trajectory. A damage mitigation module is configured to take at least one of the following actions: warn a driver, apply the vehicle's brakes, or modify an acceleration request if the probability is greater than a predetermined percentage.

Description

INTRODUCTION

[0001] The information in this section serves to present the general context of the disclosure. Works of the inventors mentioned herein, insofar as they are described in this section, as well as aspects of the description that may not have been prior art at the time of filing, are neither expressly nor implicitly admitted as prior art against the present disclosure.

[0002] The present disclosure relates to vehicles and in particular to a vehicle lane evaluation system for detecting and correcting implausible steering inputs to the vehicle.

[0003] Vehicles can have a steering wheel, an accelerator pedal, and a brake pedal, which are used to control the vehicle's direction, acceleration, and speed. While driving, the steering wheel may be turned from lock to lock multiple times. This can result in the steering wheel being almost centered, while the front wheels are not pointing straight or nearly straight. It can happen that a driver doesn't notice the steering wheel is in the wrong position and fails to correct it before accelerating. SUMMARY

[0004] A lane evaluation system for a vehicle includes a trajectory calculation module configured to determine: the actual trajectory of a vehicle based on the actual position of the vehicle's steering wheel, and the apparent trajectory of the vehicle based on the apparent position of the vehicle's steering wheel. An obstacle grid generation module is configured to generate an obstacle grid. A collision probability module is configured to determine a collision probability based on the obstacle grid and the vehicle's actual trajectory. A damage mitigation module is configured to take at least one of the following actions: warn a driver, apply the vehicle's brakes, or modify an acceleration request if the probability is greater than a predetermined percentage.

[0005] In other features, the lane evaluation system includes at least one of the following sensors: a LiDAR (light detection and ranging) sensor, a radar (radar detection and ranging) sensor, and a camera / image sensor.

[0006] In other features, the obstacle grid generation module creates the obstacle grid in response to the LiDAR sensor, radar sensor, and / or camera / image sensor. The apparent steering wheel position is the difference between the magnitude of a handwheel angle and 360 degrees. The trajectory calculation module determines the vehicle's actual and apparent trajectory before the vehicle is set in motion. The trajectory calculation module determines the vehicle's actual and apparent trajectory from a nominal vehicle acceleration. The trajectory calculation module is activated in response to a gear selection event. The trajectory calculation module is activated when the selector lever is moved from Park to a Forward or Reverse gear. The trajectory calculation module is activated when the absolute value of a steering angle exceeds a first threshold.The first threshold is greater than or equal to 5°. The trajectory calculation module is activated when the difference between the absolute value of a handwheel angle and 360° is less than a second threshold. The second threshold is less than or equal to 45°.

[0007] In other features, the trajectory calculation module is activated when a gear selector switches from Park to Forward or Reverse, a value of a wheel steering angle is greater than a first threshold, and the difference between a value of a handwheel angle and 360 is less than a second threshold.

[0008] A vehicle contains at least one of the following sensors: a LiDAR (light detection and ranging) sensor, a radar (radar detection and ranging) sensor, and a camera / image sensor. A trajectory calculation module is configured to determine a vehicle's actual trajectory based on the actual position of the vehicle's steering wheel before the vehicle begins moving, and an apparent trajectory based on the apparent position of the vehicle's steering wheel before the vehicle begins moving, where the apparent steering wheel position is the difference between a value of the steering wheel angle and 360 degrees. An obstacle grid generation module is configured to generate an obstacle grid in response to the LiDAR sensor, the radar sensor, and / or the camera / image sensor.A collision probability module is configured to determine a collision probability based on the obstacle grid and the vehicle's actual trajectory. A damage mitigation module is configured to take at least one of the following actions: warn a driver, apply the vehicle's brakes, or modify an acceleration request if the probability exceeds a predetermined percentage.

[0009] In other features, the trajectory calculation module determines the actual and apparent trajectory of the vehicle based on a nominal vehicle acceleration. The trajectory calculation module is activated when a gear selector shifts from Park to Forward or Reverse, when the magnitude of a steering angle exceeds a first threshold, and when the difference between the magnitude of a handwheel angle and 360 degrees is less than a second threshold.

[0010] In other features, the trajectory calculation module is activated when the selector lever is moved from Park to a forward or reverse gear. The trajectory calculation module is also activated when the absolute value of a steering angle exceeds a first threshold. Furthermore, the trajectory calculation module is activated when the difference between the absolute value of a handwheel angle and 360 degrees is less than a second threshold. The second threshold is less than or equal to 45°.

[0011] Further applications of this disclosure will become apparent from the detailed description, the claims, and the drawings. The detailed description and specific examples serve only for illustration and are not intended to limit the scope of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The present disclosure will become more fully apparent from the detailed description and the accompanying drawings, whereby the following applies: Fig. Figure 1A shows an example of a steering wheel arranged in a first rotational position and a first corresponding position of the vehicle's front wheels; Fig. 1B shows an example of rotating the steering wheel to different steering wheel angles; Fig. Figure 1C shows an example of a steering wheel in the first rotation position and a second corresponding position of the vehicle's front wheels; Fig. Figure 2A shows an example of a vehicle located in a parking space, with other vehicles located in adjacent parking spaces; Fig. 2B shows an example of a steering wheel with a small apparent steering wheel angle and wheels that are turned to a larger actual angle; Fig. Figure 2C shows an example of a vehicle collision due to the difference between the actual steering wheel angle and the apparent steering wheel angle; Fig. Figure 3 shows an example of an obstacle grid in relation to an actual and an apparent trajectory according to the present disclosure; Fig. Figure 4 is a functional block diagram of an example of a vehicle with a driver assistance controller that includes a vehicle lane assessment module according to the present disclosure; Fig. Figure 5 is a functional block diagram of an example of a part of the vehicle lane evaluation module according to the present disclosure; Fig. 6A and Fig. Figure 6B shows an actual and an apparent trajectory of the vehicle according to the present disclosure; and Fig. Figure 7 is a flowchart of a procedure for detecting and responding to apparent steering wheel positions that correspond to implausible steering angles.

[0013] Reference numbers can be reused in the drawings to designate similar and / or identical elements. DETAILED DESCRIPTION

[0014] There are many instances where a driver inadvertently makes an incorrect steering input. A steering wheel has a center position corresponding to the vehicle's wheels pointing straight ahead. After the steering wheel is turned 360°, it appears to be centered, but the wheels are turned away from the straight-ahead direction. For example, a steering wheel might have an apparent angle of +10° relative to its center position. However, the driver might not realize that the actual angle of the steering wheel relative to its center position is -350° or +370° (since the steering wheel looks the same at both angles). The vehicle's wheels are not nearly straight and may be turned at a larger angle.

[0015] It is clear that the apparent trajectory of the vehicle, as perceived by the driver, differs from the vehicle's actual trajectory. An accident can occur if the driver accelerates the vehicle and there are obstacles nearby that lie within the vehicle's actual trajectory. Furthermore, the driver may not have enough time to react to the vehicle's unexpected trajectory.

[0016] The vehicle lane assessment system according to the present disclosure identifies situations in which implausible steering wheel inputs occur. Under certain conditions, the vehicle lane assessment system determines the actual and apparent trajectory of the vehicle, creates an obstacle grid, and calculates the probability of collision based on this. In some examples, the vehicle lane assessment system determines the actual and apparent trajectory of the vehicle before the vehicle starts moving (assuming a nominal vehicle acceleration).

[0017] If the probability of a collision exceeds a threshold, the vehicle lane assessment system issues a warning, deactivates the accelerator pedal and / or applies the brakes.

[0018] As in the Fig. As shown in Figures 1A to 1B, the steering wheel 10 of a vehicle is typically in a centered position when the front wheels 12 of the vehicle are straight ahead, as in Fig. 1C shown. The steering wheel 10 can, as in Fig. As shown in Figure 1B, the steering wheel can be turned from lock to lock two or more times. In some examples, the steering wheel rotates -720° from the center position to the extreme left angle and +720° from the center position to the extreme right angle. This means that the steering wheel can be close to the center position within a range of wheel angles that may or may not be approximately straight. The driver of the vehicle may mistakenly assume that the actual trajectory of the vehicle is straight or nearly straight, when in fact it is not. In other words, the apparent trajectory of the vehicle differs significantly from the actual trajectory.

[0019] In the Fig. Figures 2A to 2C illustrate an example of a situation where the apparent trajectory and the actual trajectory of the vehicle do not match. Fig. In section 2A, vehicle 30 is parked in parking space 34. Vehicles 32 are parked in other parking spaces 36 in the vicinity of vehicle 30. Parking space 38 located in front of parking space 34 is free.

[0020] In this example, the steering wheel 10 of vehicle 30 appears to be centered (as in Fig. (2B shown), which would correspond to a straight trajectory. However, the driver of vehicle 30 may not know that the wheels of vehicle 30 are at a relatively large angle to a straight line. This is an example of how the apparent trajectory of vehicle 30 differs from the actual trajectory of vehicle 30. If the driver does not know the actual trajectory of the vehicle, they may accelerate the vehicle forward and cause an accident.

[0021] The vehicle lane assessment module receives sensor data from sensors such as a global positioning system (GPS), a compass, radar (radio detection and ranging), LiDAR (light detection and ranging), images from one or more cameras, etc. Objects in the vehicle's path and / or on the sides of the vehicle are detected, and an obstacle grid or obstacle map is created around the vehicle.

[0022] A vehicle lane assessment module determines the vehicle's actual and apparent trajectory based on the actual and apparent position of the steering wheel. The module identifies potential collisions based on this trajectory and obstacle grid. If a collision is likely, the module generates warnings, disables acceleration, and / or brakes the vehicle based on its assessment. The module strikes a practical balance between benefit and minimal inconvenience.

[0023] In Fig. Figure 3 shows vehicle 30 relative to an obstacle map with objects in front of and / or around the vehicle. The object map is created by the driver assistance controller based on data from one or more of the sensors described below. In this example, the wheels of vehicle 30 are tilted, while the steering wheel appears to be almost in the center position. An actual trajectory 94 of vehicle 30 is likely to result in a collision, whereas an apparent trajectory 90 of vehicle 30 would not.

[0024] In Fig. 4. Vehicle 100 is equipped with a driver assistance controller 110, which includes a vehicle lane assessment module 112 configured to identify implausible steering inputs and initiate damage mitigation measures, such as generating an alarm, disabling the accelerator pedal, and / or applying the brakes. Vehicle 100 has sensors such as a global positioning system (GPS) / compass 120, which determine the position, path, and / or orientation of Vehicle 100 and output the GPS / compass data to the driver assistance controller 110.

[0025] The vehicle 100 optionally includes one or more radar sensors 122 that generate high-frequency pulses (in forward, backward, and / or lateral directions) and output radar feedback signals from objects in the corresponding directions to the driver assistance controller 110. The vehicle 100 optionally includes one or more LiDAR (Light Detection and Ranging) sensors 124 that generate light pulses (in forward, backward, and / or lateral directions) and output feedback signals to the driver assistance controller 110. In some examples, the LiDAR sensor 124 includes one or more lasers 130 and one or more scanners 128 that scan the one or more lasers 130 within a corresponding field of view. The vehicle 100 optionally includes one or more cameras to provide images (in forward, backward and / or sideways directions), as well as corresponding image analysis modules shown at 132, which are configured to detect objects in the images.

[0026] In some examples, the driver assistance controller 110 includes an autonomous driving module 160 configured to operate the vehicle 100 in fully and / or partially autonomous driving modes by controlling vehicle controls 164 (such as a steering wheel, brake pedal, accelerator pedal, turn signals, gear selector, etc.) based on the outputs of one or more radar sensors 122, one or more LiDAR sensors 124, and / or other sensors. In some examples, the vehicle lane assessment module 112 monitors for implausible steering wheel inputs when the autonomous driving module 160 is not activated.

[0027] The vehicle lane assessment module 112 includes a module 142 for calculating the actual and apparent trajectory, configured to determine the actual and apparent trajectory of the vehicle 100 based on the actual and apparent steering wheel positions, respectively. An obstacle grid generation module 144 is configured to generate an obstacle grid or map based on the outputs of the radar sensor 122, the LiDAR sensor 124, and / or the camera / image analysis module 132.

[0028] A collision probability module 146 is configured to calculate the probability of a collision between the vehicle 100 and an object for both the actual and apparent trajectories. If the collision probability is greater than a predetermined probability, a damage limitation module 148 selectively generates an alarm, disables the accelerator pedal, and / or applies the brakes. The driver assistance controller 110 also receives data from other vehicle sensors 170, such as vehicle speed, acceleration, etc. A human-machine interface (HMI) 174 includes a display, e.g., a touchscreen, that receives input from the driver and / or provides warnings.

[0029] As in the Fig. As shown in Figures 5 to 6B, module 142 receives a current steering angle δ for calculating the actual and apparent trajectory. c , an apparent steering angle δ aand one based on the nominal acceleration V x based prediction velocity. Module 142 for calculating the actual and apparent trajectory is configured to provide an actual / actual trajectory 210 ((x i , y i ) ∈ T c ) ( Fig. 6A) based on the actual steering wheel position and an apparent trajectory 214 ( Fig. 6B) ((x j , y j ) ∈ T a ) is generated based on the apparent steering wheel position of the vehicle and output to the collision probability module 146. In some examples, the actual trajectory 210 and the apparent trajectory 214 are calculated using two instances of a factory or plant model. In some examples, the plant model includes: ddt[yVyψψ˙]=[01Vx00−Cf+CrmVx0−Vx−Cflf−CrlrmVx00010−Cflf−CrlrIzVx0−Cflf2+Crlr2IzVx][yVyψψ˙]+[0Cfm0CflfIz]δ where C f and C ythe cornering stiffness of the front and rear axles, I f and I y the distances from the center of gravity to the front or rear axle, m; the mass of the vehicle, I z the moment of inertia, V x and V y the vehicle's speed in the longitudinal and lateral directions, x and y the position in the longitudinal and lateral directions, ψ and ψ̇ the yaw angle and yaw rate, and δ c and δ a the current or actual steering angle.

[0030] The collision probability module 146 is configured to determine the collision probability with respect to the actual trajectory 210, the apparent trajectory 214, and the obstacle grid or obstacle map (e.g., the obstacle grid is created based on sensor data (e.g., radar, LiDAR, camera, etc.)). In some examples, the collision probability is based on the following model: ∀(xi,yi)∈Og,∀(xj,yj)∈Tc Dijc=((xi−xj)2+(yi−yj)2)12 Pc=f(Dijc,Ql,Qo) ∀(xi,yi)∈Og,∀(xj,yj)∈Ta Dija=((xi−xj)2+(yi−yj)2)12 Pa=f(Dija,Ql,Qo) P=g(Pc,Pa) where D ijc and D ija The distances between the actual or apparent trajectory and the occupancy grid are P a and P c The collision probabilities of the apparent or actual trajectory with the occupancy grid are Q l and Q o the quality of lane and object detection, f(...) is a probability function that maps the distance of the generated trajectory to the collision probability, g(...) is a probability function that maps the apparent / actual collision probability to implausible steering inputs, P is the probability of implausible steering inputs, T c and T athe collection of (x,y)-points on the current / apparent trajectory are and O g The occupancy grid is.

[0031] In Fig. Figure 7 describes a method for detecting implausible steering wheel inputs. In Figure 410, the method determines whether release or activation conditions are met. Examples of release conditions include vehicle speed within a predefined range, gear selection (e.g., shifting from park to forward or reverse), steering angle (Abs) > ​​first threshold, and / or steering angle (Abs) < second threshold. In some examples, the first threshold is greater than or equal to 5°. In some examples, the second threshold is less than or equal to 45°.

[0032] At step 414, object information is collected from the sensors. At step 418, a map of the objects in the vehicle's environment is created based on the data collected by the sensors. At step 422, an actual vehicle path is generated from the actual steering wheel angle. At step 426, an apparent vehicle path is generated from the apparent steering wheel angle. At step 430, the procedure determines whether a collision with a given acceleration is likely within a predetermined time period (e.g., x seconds). At step 434, the procedure issues a warning, deactivates the accelerator pedal, and / or applies the brakes.

[0033] The foregoing description is merely explanatory and is not intended to limit the disclosure, its application, or use. The comprehensive teachings of the disclosure can be implemented in a multitude of forms. Although this disclosure contains certain examples, the true scope of the disclosure should therefore not be so limited, since other modifications are evident upon study of the drawings, the description, and the following claims. It is understood that one or more steps within a process may be carried out in a different order (or simultaneously) without altering the principles of the present disclosure.Although each of the embodiments above is described with specific features, any one or more of these features described in relation to any embodiment of the disclosure can be implemented in one of the other embodiments and / or combined with features of another embodiment, even if this combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and permutations of one or more embodiments with each other remain within the scope of this disclosure.

[0034] Spatial and functional relationships between elements (e.g., between modules, circuit elements, semiconductor layers, etc.) are described using various terms, such as "connected," "interlocking," "coupled," "adjacent," "next to," "on," "above," "below," and "arranged." If a relationship between a first and a second element is not explicitly described as "direct" in the above disclosure, this relationship may be a direct relationship in which no other intervening elements exist between the first and the second element, or it may be an indirect relationship in which one or more intervening elements (either spatial or functional) exist between the first and the second element.As used herein, the phrase “at least one of A, B and C” should be interpreted as a logical (A OR B OR C) using a non-exclusive logical OR and not as “at least one of A, at least one of B and at least one of C”.

[0035] In the diagrams, the direction of an arrow, as indicated by the arrowhead, generally shows the flow of information (e.g., data or instructions) that is relevant to the illustration. For example, if Element A and Element B exchange a variety of information, but the information transferred from Element A to Element B is relevant to the illustration, the arrow may point from Element A to Element B. This unidirectional arrow does not imply that no further information is transferred from Element B to Element A. Furthermore, Element B may send requests for or acknowledgments of information to Element A in return for information sent from Element A to Element B.

[0036] In this application, including the definitions below, the term "module" or the term "controller" may be replaced by the term "circuit". The term "module" may refer to, be part of, or include: an application-specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinational logic circuit; a field-programmable gate array (FPGA); a processor circuit (common, dedicated, or group) that executes code; a memory circuit (common, dedicated, or group) that stores the code executed by the processor circuit; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, e.g., in a system-on-a-chip.

[0037] The module may contain one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces connected to a local area network (LAN), the internet, a wide area network (WAN), or combinations thereof. The functionality of any module of this disclosure may be distributed across multiple modules connected via interface circuits. For example, multiple modules may enable load balancing. In another example, a server module (also called a remote or cloud module) may perform some functions on behalf of a client module.

[0038] The term "code," as used above, can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, data structures, and / or objects. The term "shared processor circuit" refers to a single processor circuit that executes some or all of the code of multiple modules. The term "group processor circuit" refers to a processor circuit that, in combination with other processor circuits, executes some or all of the code of one or more modules. References to "multiple processor circuits" include multiple processor circuits on discrete chips, multiple processor circuits on a single chip, multiple cores of a single processor circuit, multiple threads of a single processor circuit, or a combination of the above.The term "shared memory circuit" refers to a single memory circuit that stores some or all of the code from multiple modules. The term "group memory circuit" refers to a memory circuit that, in combination with other memory devices, stores some or all of the code from one or more modules.

[0039] The term "memory circuit" is a subset of the term "computer-readable medium." The term "computer-readable medium," as used here, does not include transitory electrical or electromagnetic signals that propagate through a medium (e.g., on a carrier wave); the term "computer-readable medium" can therefore be considered tangible / material and non-transient. Non-restrictive examples of a non-transient, tangible, computer-readable medium are non-volatile memory circuits (e.g., a flash memory circuit, a erasable programmable read-only memory circuit, or a mask read-only memory circuit), volatile memory circuits (e.g., a static random-access memory circuit or a dynamic random-access memory circuit), magnetic storage media (e.g., an analog or digital magnetic tape or a hard disk drive), and optical storage media (e.g.,a CD, a DVD or a Blu-ray Disc).

[0040] The devices and methods described in this application can be implemented partially or completely by a specialized computer formed by configuring a general-purpose computer to perform one or more specific functions embodied in computer programs. The functional blocks, flowchart components, and other elements described above serve as software specifications that can be translated into computer programs through the routine work of an experienced technician or programmer.

[0041] The computer programs contain processor-executable instructions stored on at least one non-transient, tangible, machine-readable medium. The computer programs may also contain or access stored data. The computer programs may include a basic input / output system (BIOS) that interacts with the hardware of the specialized computer, device drivers that interact with specific devices of the specialized computer, one or more operating systems, user applications, background services, background applications, etc.

[0042] The computer programs can contain: (i) descriptive text to be parsed, e.g., HTML (Hypertext Markup Language), XML (Extensible Markup Language), or JSON (JavaScript Object Notation); (ii) assembly code; (iii) object code generated from the source code by a compiler; (iv) source code for execution by an interpreter; (v) source code for compilation and execution by a just-in-time compiler, etc. The source code can, for example, use the syntax of languages ​​such as C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, Javascript®, HTML5 (Hypertext Markup Language 5th revision), Ada, ASP (Active Server Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, Simulink, and others. It must be written in Python®. Figure caption of Fig. 6 Yes No

Claims

[1] Lane marking system for a vehicle, comprising: a trajectory calculation module configured to determine: an actual trajectory of a vehicle based on an actual position of the vehicle's steering wheel; and an apparent trajectory of the vehicle based on an apparent position of the vehicle's steering wheel; a module for generating an obstacle grid, configured to generate an obstacle grid; a collision probability module configured to determine a collision probability based on the obstacle grid and the actual trajectory of the vehicle; and A damage limitation module configured to take at least one of the following actions: warns a driver, applies the vehicle's brakes, and modifies an acceleration request if the probability is greater than a predetermined percentage. [2] Lane evaluation system according to claim 1, further comprising at least one of the following elements: a light detection and distance measurement (LiDAR) sensor; a radar detection and range measurement (radar) sensor; and a camera / image sensor. [3] Lane evaluation system according to claim 2, wherein the obstacle grid generation module generates the obstacle grid in response to the LiDAR sensor, the radar sensor and / or the camera / image sensor. [4] Lane evaluation system according to claim 1, wherein the apparent position of the steering wheel corresponds to the remainder between the magnitude of a handwheel angle and 360. [5] Lane evaluation system according to claim 1, wherein the trajectory calculation module determines the actual trajectory and the apparent trajectory of the vehicle before the vehicle starts moving. [6] Lane evaluation system according to claim 1, wherein the trajectory calculation module determines the actual trajectory and the apparent trajectory of the vehicle by starting from a nominal acceleration of the vehicle. [7] Lane evaluation system according to claim 1, wherein the trajectory calculation module is activated in response to a gear selector operation. [8] Lane evaluation system according to claim 1, wherein the trajectory calculation module is activated when a gear selector switch is moved from Park to Forward or Reverse. [9] Lane evaluation system according to claim 1, wherein the trajectory calculation module is activated when the absolute value of a steering angle is greater than a first threshold value. [10] Lane evaluation system according to claim 9, wherein the first threshold is greater than or equal to 5°.

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