Methods for controlling vehicles, vehicle controllers and vehicles

Abstract

According to various embodiments, a method can be provided for implementation in a computer for controlling a vehicle. The method may include detecting the presence of at least one of a stop line and a traffic signal ahead of the vehicle based on data generated by the vehicle's sensors. The method may further include detecting the presence of a road intersection ahead of the vehicle based on digital map data. The method may further include generating a virtual stop line based on the non-detection of the presence of a stop line, in combination with the detection of the presence of at least one of a traffic signal and a road intersection. The method may further include generating a command to decelerate the vehicle based on the virtual stop line.

Description

Technical Field

[0001] Various embodiments relate to a method for controlling vehicle deceleration, a deceleration controller, and a vehicle.

Background Art

[0002] Advanced driver assistance systems have become essential in improving road safety. They can reduce the driver's workload by supplementing the driver with important information, suggesting measures to be taken, and even automatically performing functions required by the driving scenario. In an urban driving scenario, the driver often needs to apply the brakes, for example, to stop at traffic merges and stop signs. An advanced driver assistance system can assist the driver in this manner by activating the braking function when the system detects a stop line. A stop line is usually a visual road marking in front of a road intersection or a road crossing, informing the driver that it is necessary to stop the vehicle before the stop line. However, a stop line is not always detectable. For example, an advanced driver assistance system may not be able to detect a stop line when the lighting conditions are poor or when the road maintenance is insufficient and the stop line is faded. If the driver is inattentive in a scenario where the advanced driver assistance system does not activate the braking function, there is a possibility of an accident because the vehicle may collide with cross traffic or pedestrians when passing through the stop line. Therefore, an improved method for controlling the braking function of a vehicle is needed.

Summary of the Invention

[0003] According to various embodiments, a method is provided for implementation in a computer for controlling a vehicle. The method may include detecting the presence of at least one of a stop line and a traffic signal ahead of the vehicle based on data generated by the vehicle's sensors. The method may further include detecting the presence of a road intersection ahead of the vehicle based on digital map data. The method may further include generating a virtual stop line based on the non-detection of the presence of a stop line, in combination with the detection of the presence of at least one of a traffic signal and a road intersection. The method may further include generating a command to decelerate the vehicle based on the virtual stop line.

[0004] According to various embodiments, a vehicle controller can be provided. The vehicle controller may include a processor. The processor may be configured to perform the methods described above for controlling the vehicle.

[0005] A vehicle can be provided according to various embodiments. The vehicle may include a sensor unit and the vehicle controller described above. The sensor unit may be configured to generate data indicating an object in front of the vehicle.

[0006] According to various embodiments, a computer program product can be provided. The computer program product may include instructions that, when the program is executed by a computer, cause the computer to perform steps of the above-described method for controlling a vehicle.

[0007] Additional features for advantageous embodiments are provided in the dependent claims.

[0008] In the drawings, similar reference numerals generally refer to the same part through different drawings. The drawings are not necessarily to scale and instead generally focus on illustrating the principles of the invention. Various embodiments will be described in the following description with reference to the following drawings. [Brief explanation of the drawing]

[0009] [Figure 1A] This figure shows use case scenarios for methods of controlling a vehicle according to various embodiments. [Figure 1B] This figure shows use case scenarios for methods of controlling a vehicle according to various embodiments. [Figure 1C] This figure shows use case scenarios for methods of controlling a vehicle according to various embodiments. [Figure 1D] This figure shows use case scenarios for methods of controlling a vehicle according to various embodiments. [Figure 1E] This figure shows use case scenarios for methods of controlling a vehicle according to various embodiments. [Figure 2] This figure shows flowcharts of methods for controlling a vehicle according to various embodiments. [Figure 3] This is a flowchart illustrating a method implemented in a computer for controlling vehicle 108 in various embodiments. [Figure 4] This is a simplified block diagram of a vehicle controller in various embodiments. [Figure 5] This is a simplified block diagram of a vehicle in various embodiments. [Modes for carrying out the invention]

[0010] The embodiments described below in relation to the apparatus are equally valid for each method, and vice versa. Furthermore, it will be understood that the embodiments described below may be combined, for example, parts of one embodiment may be combined with parts of another embodiment.

[0011] It will be understood that any characteristics described herein for a particular device may also be retained for any device described herein. It will also be understood that any characteristics described herein for a particular method may also be retained for any method described herein. Furthermore, it will be understood that, for any apparatus or method described herein, not all described components or steps must necessarily be enclosed within the apparatus or method; only some (but not all) components or steps may be enclosed.

[0012] The term “coupled” (or “connected” as used herein may be understood to mean electrically coupled or mechanically coupled, for example, attached or fixed, or simply in contact without any fixing, and both direct coupling and indirect coupling (in other words, coupling without direct contact) may be provided.

[0013] In this regard, the apparatus described herein may include, for example, memory used in the processing performed by the apparatus. The memory used in the embodiments may be volatile memory, such as DRAM (Dynamic Random Access Memory), or non-volatile memory, such as PROM (Programmable Read Only Memory), EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), or flash memory, such as floating-gate memory, charge trap memory, MRAM (Magnetoresistive Random Access Memory), or PCRAM (Phase Change Random Access Memory).

[0014] To facilitate understanding and practical implementation of the present invention, various embodiments will be described with reference to the drawings, not as limitations but as examples.

[0015] According to various embodiments, a method for controlling a vehicle can be provided. This method may include determining that the vehicle needs to be slowed down, thereby generating a virtual stop line, and then slowing the vehicle down according to the position of the virtual stop line. Similar to an actual physical stop line, the virtual stop line can function as an indicator of where the vehicle should stop. The virtual stop line can be generated based on data collected by ambient environment sensors and / or digital map information. This method will be further described with reference to Figures 1A to 1D.

[0016] Figures 1A to 1E illustrate use case scenarios for controlling the vehicle 108 according to various embodiments.

[0017] Figure 1A shows a scenario in which a vehicle 108 is moving along a road toward a road intersection 104 having a single traffic signal 102. A controller within the vehicle 108, also referred to herein as a vehicle controller, can determine the position of the vehicle 108 relative to the road intersection 104. The vehicle controller can determine the distance (A) 110 between the vehicle 108 and the road intersection center 106 based on digital map data and further based on position data. The vehicle controller can determine the distance (A) 110 by taking the difference between the coordinates of the road intersection center 106 and the position of the vehicle 108. The distance (A) 110 can refer to the longitudinal distance, i.e., the displacement in a direction at least substantially parallel to the direction of traffic movement on the road.

[0018] Digital map data may include location information for urban layouts, such as the locations of roads, traffic lights, pedestrian crossings, bridges, highways, and buildings. The digital map data may also include location information for road intersections 104, which may be provided in the form of coordinates of the center point of the road intersection 104, also referred to herein as road intersection center 106. A vehicle controller may receive digital map data from a digital map unit that may be installed in a vehicle 108. The digital map unit may retrieve digital map data from a cloud server or its internal memory.

[0019] The location data can indicate the position of vehicle 108, for example, in the form of coordinates. The vehicle controller can receive location data from a positioning unit mounted on vehicle 108. The positioning unit may include, for example, a Global Positioning System (GPS) unit and / or an Inertial Navigation System (INS) unit.

[0020] When the vehicle controller determines that the distance (A) 110 is less than the first threshold, the vehicle controller may activate a brake reaction, also referred to herein as the braking mode. In the braking mode, the vehicle 108 can start to decelerate. The vehicle controller can activate the braking mode regardless of whether the sensor unit on the vehicle can detect the stop line 114 on the road. This is useful as a precautionary safety measure to ensure that the vehicle 108 can stop in time before the road intersection 104 even if the stop line 114 cannot be detected. The stop line 114 may not be detected for various reasons such as poor visibility or poorly maintained roads on the road that caused the fading of the stop line 114. In the braking mode, the vehicle controller can continue to receive sensor inputs from the sensor unit. When the sensor unit provides an input indicating the detection of the stop line 114, the vehicle controller can determine the distance between the vehicle 108 and the stop line 114 based on the sensor input, and then determine a target stop position for stopping the vehicle based on the determined distance. For example, the braking mode may be activated when the vehicle 108 is at a position 120a that is a first threshold distance away from the center 106 of the road intersection. When the vehicle 108 moves forward to the position 120b, its sensor unit detects the stop line 114. Next, the vehicle controller determines the distance (A1) 112 between the vehicle 108 and the detected stop line 114, and generates an instruction to decelerate the vehicle 108 based on the distance (A1) 112. The instruction may be sent to the transmission module of the vehicle 108 to decelerate the vehicle 108.

[0021] Continuing the scenario described with respect to Figure 1A, if the sensor unit is still unable to detect the stop line 114 when the distance (A) 110 between vehicle 108 and the center of the road intersection 106 is less than or equal to a second threshold, the vehicle controller can generate a virtual stop line 130. The second threshold may be shorter than the first threshold. The virtual stop line 130 can function as an approximation of the stop line 114 and can indicate the position where vehicle 108 should brake to stop. The vehicle controller can generate the virtual stop line 130 based on a combination of digital map data and the location of detected landmarks such as traffic signals or traffic signs. The sensor unit can detect landmarks and transmit the detection data to the vehicle controller. Based on the detection data, the sensor unit or vehicle controller can determine or estimate the location of the detected landmarks.

[0022] Figure 1B shows a scenario in which vehicle 108 is approaching a road crossing 124 and road intersection 104 with a single traffic signal 102. The stop line 114 is not detected by the sensor unit. As described above, while the stop line 114 is not detected, the vehicle controller can generate a virtual stop line 130 because vehicle 108 is less than a second threshold distance from the road intersection center 106 determined based on digital map data. The sensor unit of vehicle 108 can detect the traffic signal 102 in front of vehicle 108. The sensor unit may include a forward-facing camera, also referred to herein as a front camera. The sensor unit may also determine that there is only one traffic signal 102 in front of vehicle 108. The vehicle controller or sensor unit can determine the distance (B) 116 between vehicle 108 and the traffic signal 102. The vehicle controller can compare distance (B) 116 with distance (A) 110. The vehicle controller can also determine the distance between the traffic signal 102 and the center of the road intersection 106 based on distance (B) 116 and distance (A) 110. The vehicle controller can compare the distance between the traffic signal 102 and the center of the road intersection 106 to range (D) 122. If distance (A) 110 is shorter than distance (B) 116, in other words, if the traffic signal 102 is further away from the vehicle 108 compared to the center of the road intersection 106 and the sensor unit detects only a single traffic signal within range (D) 122, the vehicle controller can generate a virtual stop line 130 based on distance (B) 116 and offset distance (C) 118. The offset distance (C) 118 may be a predetermined parameter. The vehicle controller may determine the position of the virtual stop line 130 to be equal to "distance (B) 116 - offset distance (C) 118". In other words, the position of the virtual stop line 130 may be determined based on the difference between distance (B) 116 and offset distance (C) 118.

[0023] Figure 1C shows a scenario where vehicle 108 is approaching a road crossing 124 having a single traffic signal 102. In this scenario, the digital map data does not indicate the presence of a road intersection 104. A sensor unit of the vehicle 108, such as a front camera, can detect the traffic signal 102. The sensor unit may not detect the stop line 114. When the stop line 114 is not detected, in combination with the detection of the traffic signal 102, the vehicle controller can generate a virtual stop line 130 for the vehicle 108 to stop before reaching the road crossing 124. The vehicle controller or the sensor unit can determine the distance (E) 134 between the vehicle 108 and the traffic signal 102. The vehicle controller can generate the virtual stop line 130 based on the distance (E) 134 and a second offset distance (F) 136. The second offset distance (F) 136 may be a predetermined distance. The vehicle controller may determine the position of the virtual stop line 130 to be equal to "distance (E) 134 - second offset distance (F) 136". In other words, the position of the virtual stop line 130 may be determined based on the difference between the distance (E) 134 and the second offset distance (C) 136.

[0024] Figure 1D shows a scenario where vehicle 108 is approaching a road crossing 124 and a road intersection 104 having a plurality of traffic signals 102a, 102b. The digital map data can indicate the presence of the road intersection 104. Thus, the digital map unit can detect a road intersection in front of the vehicle 108 and provide the position of the road intersection center 106. The digital map unit, or the vehicle controller, can determine the longitudinal distance between the road intersection center 106 and the vehicle 108, which is also referred to herein as the distance (A) 110.

[0025] The vehicle controller can generate a virtual stop line 130 having a longitudinal position that is at least substantially the same as that of the nearest traffic signal 102a when the following conditions are met.

[0026] (a) The digital map unit detects a road intersection 104 and a road crossing 124 located in front of the vehicle 108 and provides distance (A) 110 information.

[0027] (b) Two or more traffic signals 102a, 102b are detected by the sensor unit of vehicle 108.

[0028] (c) For example, the distance between each traffic signal 102a, 102b from the center of the road intersection 106, as measured by a digital map unit or vehicle controller, is within the specified range (G) 142.

[0029] Traffic signal 102 can be considered the nearest traffic signal based on its longitudinal distance from vehicle 108. The longitudinal distance refers to the displacement in the general direction of traffic and may be at least substantially parallel to the lane markings 142. Range (G) 142 can represent the typical length of road intersection 104 to check whether multiple traffic signals, for example, traffic signals 102a and 102b, are located within the same road intersection 104. If one traffic signal is beyond range (G) 142, the traffic signals can be considered to be located in different road intersections 104.

[0030] Figure 1E illustrates a scenario in which vehicle 108 is approaching a road crossing 124 and a road intersection 104 with a traffic signal 102. The sensor unit of vehicle 108 may not detect the stop line 114. Instead, the sensor unit may misidentify another road marking within the road intersection 104 as the stop line. The stop line detection is a misidentification that is not the actual stop line 114 and may therefore be referred to herein as a “ghost stop line” 114'. If the braking control of vehicle 108 should have been guided by the ghost stop line 114', vehicle 108 may stop within the road intersection 104, thereby putting it at risk of collision with other vehicles passing through the road intersection 104. To prevent vehicle 108 from braking at the ghost stop line 114', the vehicle controller may be further configured to suppress such misidentifications. The vehicle controller can monitor the stop line detection, such as that provided by the sensor unit, and the distance 152 between it and the road intersection center 106, such as that indicated by the digital map unit. If the distance 152 is less than the monitoring threshold, the vehicle controller may determine that the stop line detection may be a ghost stop line 114'. The vehicle controller may suppress the stop line detection and prohibit or prevent the transition to braking mode. The monitoring threshold can be determined based on the area or size of the road intersection 104 and a predetermined intersection offset. Figure 2 shows a flowchart of method 200 for controlling vehicle 108 according to various embodiments. Various embodiments described with respect to Figures 1A to 1E may be applicable to method 200. Method 200 may include, in 202, determining whether the sensor unit of vehicle 108 has detected a stop line 114. If the sensor unit has detected a stop line 114, method 200 may include, in 204, generating a braking command based on the detected stop line. To generate a braking command, the distance between vehicle 108 and the detected stop line 114 can be determined. Method 200 may include determining in 210 whether the digital map data indicates a traffic merging point within distance "X" if the sensor unit does not detect the stop line 114.The distance "X" may be a predetermined threshold for the longitudinal distance between the vehicle 108 and the traffic merging point. The distance "X" may also be the "first threshold" described with respect to Figure 1A. The traffic merging point may include a road intersection 104 or a road crossing 124. Method 200 may further include, in 212, determining whether the sensor unit has detected multiple traffic signals 102 within range (G) 142 if the digital map data indicates a traffic merging point within distance "X". Method 200 may further include, in 214, determining whether the sensor unit has detected a single traffic signal 102 within range (D) if the sensor unit has not detected multiple traffic signals within range (G) 142 in 212.

[0031] Method 200 may include, in 216, generating a command to brake the vehicle 108 based on the distance between the vehicle 108 and the center of the road intersection 106 if the sensor unit 214 does not detect a traffic signal 102 within the range (D) of 214. The vehicle position may be determined by satellite positioning, for example, a GPS module. The position of the center of the road intersection 106 can be determined based on digital map data. The distance between the vehicle 108 and the center of the road intersection 106 can be determined by calculating the difference between the vehicle position and the position of the center of the road intersection 106.

[0032] Method 200 may include, in 220, generating a virtual stop line 130 based on the distance of the vehicle 108 to the traffic signal 102, i.e., distance (B) 116 and offset (C) 118, when the sensor unit detects a single traffic signal 102 within range (D). In 220, the virtual stop line 130 may be defined such that its longitudinal distance from the vehicle 108 is at least substantially equal to the difference between distance (B) 116 and offset distance (C) 118. Method 200 may further include, in 222, generating a braking command for the vehicle 108 using the distance of the vehicle 108 to the virtual stop line 130.

[0033] Method 200 may include, in 230, generating a virtual stop line 130 based on the position of the traffic signal 102a closest to the vehicle 108 if the sensor unit detects multiple traffic signals 102a, b within range (G). In 230, the virtual stop line 130 may be defined such that its longitudinal distance from the vehicle 108 is at least substantially equal to the distance between the vehicle 108 and the nearest traffic signal 102a. Method 200 may further include, in 222, generating a braking command for the vehicle 108 using the distance of the vehicle 108 to the virtual stop line 130.

[0034] Method 200 may, if the digital map data does not indicate a traffic merging point within distance "X", include generating a virtual stop line 130 in 240 based on the distance between the vehicle 108 and the traffic signal 102, i.e., distance (E) 134, and a second offset distance (F) 136. In 240, the virtual stop line 130 may be defined such that its longitudinal distance from the vehicle 108 is at least substantially equal to the difference between distance (E) 134 and the second offset distance (F) 136. Method 200 may further include, in 222, generating a braking command for the vehicle 108 using the distance of the vehicle 108 to the virtual stop line 130.

[0035] Figure 3 shows a flowchart of Method 300 implemented in a computer for controlling a vehicle 108, according to various embodiments. Method 300 may include or be part of Method 200. Various embodiments described with respect to Figures 1A to 1E may be applicable to Method 300. Method 300 may include, in 302, detecting the presence of at least one of a stop line 114 and a traffic signal 102 ahead of the vehicle 108 based on data generated by sensors of the vehicle 108. Method 300 may further include, in 304, detecting the presence of a road intersection 104 ahead of the vehicle 108 based on digital map data. Method 300 may further include, in 306, generating a virtual stop line 130 based on the non-detection of the presence of a stop line 114, in combination with the detection of the presence of at least one of the traffic signal 102 and the road intersection 104. Method 300 may further include, in 308, generating a command to decelerate the vehicle 108 based on the virtual stop line 130. Preferably, the method 300 can assist the driver or autonomous vehicle in braking until it comes to a stop before approaching a traffic merging point such as a road crossing 124 or a road intersection 104.

[0036] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, slowing down the vehicle 108 based on the virtual stop line 113 may include reducing the speed of the vehicle 108 until the vehicle 108 stops at the position of the virtual stop line 130. This ensures that the vehicle 108 does not move into a dangerous area such as a road intersection or road crossing.

[0037] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, generating a virtual stop line 130 may include determining a first distance between a vehicle 108 and at least one of the centers of a traffic signal 102 and a road intersection 104, and positioning a virtual stop line 130 based on the determined first distance. The first distance may be measured in a longitudinal direction at least substantially parallel to the general traffic direction on the road. Preferably, this allows the vehicle 108 to initiate distance-controlled deceleration relative to the traffic signal even if it cannot detect an actual stop line 114.

[0038] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, locating a virtual stop line based on a determined first distance may include subtracting an offset distance from the first distance. The offset distance may be, for example, an offset distance (C) 118 or a second offset distance (F) 136.

[0039] According to embodiments that can be combined with any of the above-described environments or any further embodiments described later, if the presence of both the traffic signal 102 and the road intersection 104 is detected, and the traffic signal 102 is further from the vehicle 108 than the center of the road intersection 104, the first distance is the distance between the vehicle 108 and the traffic signal. In other words, the first distance may be distance (B) 116.

[0040] According to embodiments that can be combined with any of the above-described environments or any further embodiments described later, method 300 may further include determining the position of the stop line 114 in response to the detection of the presence of a stop line, and generating a command to decelerate the vehicle 108 based on the determined position of the stop line 114. Preferably, even if the stop line is falsely detected, it is possible to prevent the vehicle 108 from stopping at the wrong position.

[0041] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, method 300 may further include determining a second distance between a stop line and the center of a road intersection 104 based on the detection of a road intersection, and verifying the presence of a stop line 114 based on the determined second distance. The second distance may be the distance 152 described with respect to Figure 1E. Preferably, method 300 can prevent a vehicle 108 from stopping in a road intersection due to an incorrect determination of the stop line position.

[0042] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, verifying the presence of the stop line 114 may include comparing a second distance with a monitoring threshold and determining that the detection of the stop line is a false positive based on the second distance being shorter than the monitoring threshold. The monitoring threshold can serve as a criterion for determining whether the stop line is in a position where detection is impossible, thereby improving the accuracy of stop line detection.

[0043] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, Method 300 may further include, in response to determining that the stop line detection is a false detection, generating an instruction to decelerate the vehicle based on a virtual stop line 130 instead of the determined position of the stop line. Preferably, this can instruct the vehicle 108 to stop at an appropriate position before reaching a road merging point.

[0044] According to embodiments that can be combined with any of the above-described environments or any further embodiments described later, a plurality of traffic signals 102 are detected in data generated by the sensor, and the method 300 may further include determining a first distance of each of the plurality of traffic signals 102 to the vehicle 108, and generating a virtual stop line 130 based on the shortest first distance. Preferably, this instructs the vehicle 108 to stop before the traffic merging point closest to it.

[0045] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, decelerating the vehicle 108 based on the virtual stop line 130 may include non-linearly reducing the speed of the vehicle 108. Preferably, the vehicle 108 can decelerate gradually when a road intersection is detected and increase its deceleration as the vehicle approaches the road intersection or when the virtual stop line 130 is generated.

[0046] Figure 4 shows a simplified block diagram of the vehicle controller 400 according to various embodiments. The vehicle controller 400 may include at least one processor 402. The processor 402 may be, for example, an automated driving control unit (ADCU). The processor 402 may be configured to perform method 200 or method 300 in any of the embodiments described above. The vehicle controller 400 can equip the vehicle 108 with the ability to brake in order to stop before approaching a traffic merging point such as a road crossing 124 or a road intersection 104. This is particularly useful for the vehicle 108 to move around safely in an urban environment.

[0047] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, the vehicle controller 400 may further include a braking unit 404. The braking unit 404 may be configured to decelerate the vehicle 108 in accordance with instructions generated by the processor 402. The braking unit 404 may include, for example, a hydraulic brake. The processor 402 and the braking unit 404 may be coupled to each other, for example, mechanically or electrically, via a coupling line 440. Since the vehicle controller 400 is integrated with the braking unit 404, it can efficiently execute braking instructions and stop the vehicle.

[0048] Figure 5 shows a simplified block diagram of vehicle 500 according to various embodiments. Vehicle 500 may include or be a part of vehicle 108. Vehicle 500 may include a vehicle controller 400 and a sensor unit 502. The sensor unit 502 may be configured to generate data indicating objects in front of vehicle 500. The sensor unit 502 may include sensors such as cameras. Based on the data generated by the sensors, the sensor unit 502 may be configured to detect objects such as other vehicles, stop lines 114, and traffic signals 102, among other things.

[0049] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, the vehicle 500 may further include a digital map unit 504. The digital map unit 504 may store digital map data in on-board memory or receive digital map data from a remote server. The digital map data may include information about landmarks such as traffic signals 102, as well as information about road layouts such as the locations of road intersections and road crossings. The digital map unit 504 can provide digital map data to the vehicle controller 400.

[0050] According to embodiments that can be combined with any of the environments described above or any further embodiments described later, the vehicle 500 may further include a positioning unit 506. The positioning unit 506 may be configured to position the vehicle 500. In other words, the positioning unit 506 may be configured to determine the position or location of the vehicle 500. The positioning unit 506 may include a transceiver configured to receive satellite signals. The positioning unit 506 may include a GPS and / or inertial measurement unit. The positioning unit 506 may provide the position of the vehicle 500 to the vehicle controller 400.

[0051] The vehicle controller 400, the digital map unit 504, the sensor unit 502, and the positioning unit 506 may be coupled to each other, for example, mechanically or electrically, via the coupling wire 550.

[0052] The various embodiments described with respect to method 300 may be applicable to the vehicle controller 400 and the vehicle 500.

[0053] Computer program products can be provided according to various embodiments. Computer program products may include instructions. When the program is executed by a computer, the instructions cause the computer to perform the steps of method 300. The computer may include, for example, a processor 402.

[0054] While embodiments of the present invention have been specifically shown and described with reference to certain embodiments, it should be understood by those skilled in the art that various modifications of form and detail can be made without departing from the spirit and scope of the invention as defined by the appended claims. Therefore, the scope of the invention is indicated by the appended claims, and is therefore intended to include all modifications that fall within the same meaning and scope as the claims. Common figures used in the relevant drawings will be understood to refer to components that serve similar or the same purpose.

[0055] Those skilled in the art will understand that the terms used herein are intended solely to describe various embodiments and are not intended to limit the invention. Where used herein, “a,” “an,” and “the” are intended to include the plural form unless the context clearly indicates otherwise. Where used herein, the terms “including” and / or “including,” identify the presence of the described features, integers, steps, actions, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, actions, elements, components, and / or groups thereof.

[0056] It is understood that the specific order or hierarchy of blocks in the disclosed process / flowchart is illustrative of an exemplary technique. It is understood that the specific order or hierarchy of blocks in the process / flowchart can be rearranged based on design preferences. Also, some blocks may be combined or omitted. The attached method claims present elements of various blocks in a sample order and are not intended to be limited to the specific order or hierarchy presented.

[0057] The foregoing description is provided to enable those skilled in the art to carry out the various embodiments described herein. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may apply to other embodiments. Accordingly, the claims are not intended to be limited to the embodiments shown herein, but should be given the entire scope consistent with the language of the claims, and references to singular elements do not mean “only” but rather “one or more” unless otherwise specified. The term “exemplary” is used herein to mean “serving as an example, case, or illustration.” Any embodiment described herein as “exemplary” should not necessarily be construed as being preferable or advantageous to other embodiments. Unless otherwise specified, the term “several” refers to one or more. Combinations such as "at least one of A, B, or C," "one or more of A, B, or C," "at least one of A, B, and C," "one or more of A, B, and C," and "A, B, C, or any combination thereof" include any combination of A, B, and / or C, and may include multiple A's, multiple B's, or multiple C's. Specifically, combinations such as "at least one of A, B, or C," "one or more of A, B, or C," "at least one of A, B, and C," "one or more of A, B, and C," and "A, B, C, or any combination thereof" may be A only, B only, C only, A and B, A and C, B and C, or A and B and C, and any such combination may include one or more members of A, B, or C. All structural and functional equivalents to elements of various aspects described herein, known to those skilled in the art or to become known thereafter, are expressly incorporated herein by reference and are intended to be included in the claims.

Claims

1. A method (300) to be implemented in a computer for controlling a vehicle (108, 500), Based on the data generated by the sensor unit (502) of the vehicle (108), the presence of at least one of the stop line (114) and traffic signal (102) in front of the vehicle (108, 500) is detected, Based on digital map data, the presence of a road intersection (104) ahead of the vehicle (108, 500) is detected, In combination with the detection of the presence of at least one of a traffic signal (102) and a road intersection (104), a virtual stop line (130) is generated based on the non-detection of the presence of a stop line (114), A method (300) comprising generating an instruction to decelerate the vehicle (108, 500) based on the virtual stop line (130).

2. The method according to claim 1 (300), wherein decelerating the vehicle (108, 500) based on the virtual stop line (130) includes reducing the speed of the vehicle (108, 500) until the vehicle (108, 500) stops at the position of the virtual stop line (130).

3. The method (300) according to claim 1 or 2, wherein generating the virtual stop line (130) includes determining a first distance between the vehicle (108, 500) and at least one of the traffic signal (102) and the center of the road intersection (106), and positioning the virtual stop line (130) based on the determined first distance.

4. The method according to claim 3 (300), wherein positioning the virtual stop line (130) based on the determined first distance includes subtracting an offset distance from the first distance.

5. The method according to claim 3 or 4 (300), wherein the presence of both the traffic signal (102) and the road intersection (104) is detected, and the traffic signal (102) is farther from the vehicle (108, 500) than the center of the road intersection (104).

6. In response to detecting the presence of the stop line (114), the position of the stop line (114) is determined, The command to decelerate the vehicle (108, 500) based on the determined position of the stop line (114), The method according to any one of claims 1 to 5, further comprising (300).

7. Based on the detection of the aforementioned road intersection (104), a second distance (152) is determined between the stop line (114) and the center of the aforementioned road intersection (104), Based on the second distance determined above, the existence of the stop line (114) is verified, The method according to claim 6 (300), further comprising:

8. The method according to claim 7 (300), wherein verifying the presence of the stop line (114) includes comparing the second distance (152) with a monitoring threshold, and determining that the detection of the stop line (114) is a false detection based on the second distance (152) being shorter than the monitoring threshold.

9. In response to determining that the stop line detection is a false detection, a command is generated to decelerate the vehicle (108, 500) based on the virtual stop line (130) instead of the determined position of the stop line (114). The method according to claim 8 (300), further comprising:

10. In the data generated by the sensor unit (502), multiple traffic signals (102) are detected, and the method (300) is performed. The first distance from each of the plurality of traffic signals (102) to the vehicle (108, 500) is determined. The method according to any one of claims 1 to 9 (300), further comprising generating the virtual stop line (130) based on the shortest first distance.

11. The method (300) according to any one of claims 1 to 10, wherein decelerating the vehicle (108, 500) based on the virtual stop line (130) includes reducing the speed of the vehicle (108, 500) in a nonlinear manner.

12. A processor (402) configured to perform the method (300) according to any one of claims 1 to 11, Vehicle controller (400).

13. The braking unit (404) further includes a braking unit (404) configured to decelerate the vehicle (108, 500) in accordance with instructions generated by the processor (402). The vehicle controller (400) according to claim 12.

14. A sensor unit (502) configured to generate data indicating an object in front of the vehicle (108, 500), A vehicle controller (400) according to claim 12 or 13, Vehicles (108, 500), including [this].

15. A computer program product comprising instructions, wherein when the program is executed by a computer, the instructions cause the computer to perform a step according to any one of claims 1 to 11.

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