Intelligent Pedal Lane Change Assist

Abstract

A reactive pedal algorithm is used to modify accelerator pedal output (APO) to torque conversion to generate more deceleration for the same accelerator pedal position. Modifying the APO to torque conversion provides the vehicle driver with the sensation that the vehicle is resisting approaching a leading vehicle. The APO to torque conversion is modified based on a scene decision that classifies the vehicle as in-lane, adjacent lane, or oncoming lane. A lane change assistance method and system is used to modify the APO to torque conversion range based on the leading vehicle, adjacent vehicle, or both.

Description

[Technical field]

[0001] The present disclosure relates to autonomous vehicle operation management and advanced driver assistance systems. [Background technology]

[0002] One-pedal functionality in vehicles allows drivers to drive without using a brake pedal. This is achieved by allowing the driver to regulate a relatively high rate of deceleration using only the accelerator pedal. However, a common complaint is that the vehicle slows down too much when the driver releases the accelerator pedal, such as when driving on a highway. This requires the driver to concentrate and carefully regulate the vehicle's speed. In some cases, the vehicle does not slow down enough when the driver releases the accelerator pedal, such as when a vehicle ahead begins to decelerate rapidly. This increases stress while driving. Thus, a system and method are needed to match the accelerator pedal's behavior with the driver's expectations. Summary of the Invention

[0003] Disclosed herein are aspects, features, elements, implementations, and embodiments of autonomous vehicle behavior management and reactive lane change assistance in autonomous driving.

[0004] One aspect of the disclosed embodiment is a method for use in a host vehicle. The method includes determining a lead vehicle. The lead vehicle may be determined based on a proximity distance between the host vehicle and the potential lead vehicle. The method includes determining a region of interest by a longitudinal distance and a first lateral distance. The longitudinal distance may be based on a speed of the host vehicle, a steering angle of the host vehicle, a yaw rate of the host vehicle, or any combination thereof. The first lateral distance may be based on a width of the lead vehicle. The region of interest may be based on a width of the lead vehicle. The region of interest may be a potential driving area of ​​the host vehicle. The method includes detecting a turn signal light of the host vehicle. The method includes increasing the region of interest by a second lateral distance. The region of interest may be increased in response to detecting the turn signal light of the host vehicle. The increased region of interest may include an adjacent vehicle. The second lateral distance may be based on a width of the adjacent vehicle. The method may calculate a feedback force based on an estimated deceleration of the lead vehicle, an estimated deceleration of the adjacent vehicle, or both, and the method includes adjusting an accelerator pedal calibration, such as an accelerator pedal output (APO) to torque conversion, based on the calculated feedback force.

[0005] An aspect of the disclosed embodiment is a host vehicle. The host vehicle may include one or more sensors. The one or more sensors may be configured to detect a proximity distance of an object from the host vehicle. The host vehicle may include a processor configured to determine that the object is a lead vehicle. The processor may determine that the object is a lead vehicle based on the proximity distance between the host vehicle and the object. The processor may be configured to determine a region of interest by a longitudinal distance and a first lateral distance. The longitudinal distance may be based on a speed of the host vehicle, a steering angle of the host vehicle, a yaw rate of the host vehicle, or any combination thereof. The first lateral distance may be based on a width of the lead vehicle. The first lateral distance may be associated with a width of the lead vehicle. The region of interest may be a potential driving area of ​​the host vehicle. The processor may be configured to detect a turn signal light of the host vehicle. The processor may be configured to increase the region of interest by a second lateral distance. The processor may be configured to increase the region of interest in response to detecting the turn signal light. The increased region of interest may include adjacent vehicles. The processor may be configured to calculate a feedback force based on the lead vehicle deceleration estimate, the adjacent vehicle deceleration estimate, or both. The processor may be configured to adjust an accelerator pedal calibration, such as an APO to torque conversion, based on the calculated feedback force. The processor may use the accelerator pedal calibration to estimate the driver's desired acceleration or deceleration rate from an accelerator pedal position.

[0006] These and other aspects, features, elements, implementations and embodiment variations of the methods, apparatus, procedures and algorithms disclosed herein are described in further detail below.

[0007] Various aspects of the methods and apparatus disclosed herein will become more apparent with reference to the examples provided in the following description and drawings. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 illustrates an example of a vehicle in which aspects, features, and elements disclosed herein may be implemented.

[0009] [Diagram 2] 1 is an example drawing of a portion of a vehicle traffic and communication system in which aspects, features, and elements disclosed herein may be implemented.

[0010] [Diagram 3] FIG. 1 illustrates an example of a reactive lane change assistance system for use in a vehicle according to the present disclosure.

[0011] [Figure 4] FIG. 1 is a block diagram illustrating an example of a reactive lane change assistance region according to the present disclosure.

[0012] [Diagram 5] FIG. 2 is a flow diagram illustrating an example of a reactive lane change assistance method for use in a vehicle according to an embodiment of the present disclosure.

[0013] [Figure 6] FIG. 2 is a flow diagram illustrating an example of another reactive lane change method for use in a vehicle according to an embodiment of the disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] A reactive pedal algorithm may be used to modify the accelerator pedal map to generate more deceleration for the same accelerator pedal position and vehicle speed. Modifying the accelerator pedal map may give the vehicle driver the sensation that the vehicle is resisting approaching the lead vehicle. The accelerator pedal map may be modified based on a scene determination, for example, to classify the vehicle as in-lane, adjacent lane, or oncoming lane. The lane change assistance methods and systems disclosed herein may modify the accelerator pedal range based on the lead vehicle, adjacent vehicle, or both.

[0015] The lane change assistance methods and systems disclosed herein can improve driver comfort and enjoyment. For example, the accelerator pedal range may be adjusted to match the driver's expectations so that in open and free-moving conditions, the driver can relax and take his / her foot off the accelerator as the vehicle coasts and cruises as expected. For example, in traffic jams or places requiring higher speed control, such as intersections and parking lots, the vehicle may be configured to slow down sufficiently when the driver releases the accelerator pedal. The methods and systems disclosed herein may use machine learning methods for continuous scene determination.

[0016] Although described herein with reference to an autonomous vehicle, the methods and apparatus described herein may be implemented in any vehicle capable of autonomous or semi-autonomous operation. Although described herein with reference to a vehicular traffic network, the methods and apparatus described herein may include operation of an autonomous vehicle in any area navigable by a vehicle.

[0017] FIG. 1 illustrates an example of a vehicle in which aspects, features, and elements disclosed herein may be implemented. As illustrated, the vehicle 1000 includes a chassis 1100, a powertrain 1200, a controller 1300, and wheels 1400. For simplicity, the vehicle 1000 is shown to include four wheels 1400, but any other propulsion device, such as one or more propellers or treads, may be used. In FIG. 1, lines interconnecting elements, such as the powertrain 1200, the controller 1300, and the wheels 1400, indicate that information, such as data or control signals, forces, such as power or torque, or both information and power, may be transferred between the elements. For example, the controller 1300 may receive power from the powertrain 1200 and communicate with the powertrain 1200, the wheels 1400, or both, to control the vehicle 1000, which may include accelerating, decelerating, steering, or otherwise controlling the vehicle 1000.

[0018] As shown, the powertrain 1200 includes a power source 1210, a transmission 1220, a steering system 1230, and an actuator 1240. Other elements or combinations of elements of the powertrain may be included, such as suspension, drive shafts, axles, or an exhaust system. Although shown separately, wheels 1400 may be included in the powertrain 1200.

[0019] The power source 1210 may include an engine, a battery, or a combination thereof. The power source 1210 may be any device or combination of devices that operates to provide energy, such as electrical energy, thermal energy, or kinetic energy. For example, the power source 1210 may include an engine, such as an internal combustion engine, an electric motor, or a combination of an internal combustion engine and an electric motor, and may operate to provide kinetic energy as motive power to one or more wheels 1210. The power source 1210 may include a potential energy device, such as one or more dry batteries, such as nickel-cadmium (NiCd), nickel-zinc (NiZn), nickel-metal hydride (NiMH), lithium-ion (Li-ion), solar cells, fuel cells, or any other device capable of providing energy.

[0020] The transmission 1220 may receive energy, such as kinetic energy, from the power source 1210 and may send energy to the wheels 1400 to provide motive power. The transmission 1220 may be controlled by the controller 1300, the actuator 1240, or both. The steering device 1230 may be controlled by the controller 1300, the actuator 1240, or both and may control the wheels 1400 to steer the vehicle. The actuator 1240 may receive signals from the controller 1300 and may operate or control the power source 1210, the transmission 1220, the steering device 1230, or any combination thereof to operate the vehicle 1000.

[0021] As shown, the controller 1300 may include a positioning device 1310, an electronic communication device 1320, a processor 1330, a memory 1340, a user interface 1350, a sensor 1360, an electronic communication interface 1370, or any combination thereof. Although shown as a single device, any one or more elements of the controller 1300 may be incorporated into any number of separate physical devices. For example, the user interface 1350 and the processor 1330 may be incorporated into a first physical device and the memory 1340 may be incorporated into a second physical device. Although not shown in FIG. 1, the controller 1300 may include a power source 1210, such as a battery. Although shown as separate elements, the positioning device 1310, the electronic communication device 1320, the processor 1330, the memory 1340, the user interface 1350, the sensor 1360, the electronic communication interface 1370, or any combination thereof may be incorporated into one or more electronic devices, circuits, or chips.

[0022] The processor 1330 may include any device or combination of devices now existing or later developed capable of manipulating or processing signals or other information, including optical processors, quantum processors, molecular processors, or combinations thereof. For example, the processor 1330 may include one or more special purpose processors, one or more digital signal processors, one or more microprocessors, one or more controllers, one or more microcontrollers, one or more integrated circuits, one or more application specific integrated circuits, one or more field programmable gate arrays, one or more programmable logic arrays, one or more programmable logic controllers, one or more state machines, or any combination thereof. The processor 1330 may be operatively coupled to the positioning device 1310, the memory 1340, the electronic communication interface 1370, the electronic communication device 1320, the user interface 1350, the sensor 1360, the powertrain 1200, or any combination thereof. For example, the processor may be operatively coupled to the memory 1340 via a communication bus 1380.

[0023] Memory 1340 may include any tangible, non-transitory computer usable or computer readable medium capable of, for example, holding, storing, transmitting or carrying machine-readable instructions or any information associated therewith for use by or in connection with processor 1330. Memory 1340 may be, for example, one or more solid-state drives, one or more memory cards, one or more removable media, one or more read-only memories, one or more random access memories, one or more disks including hard disks, floppy disks, optical disks, magnetic or optical cards, or any type of non-transitory medium suitable for storing electronic information, or any combination thereof.

[0024] The communication interface 1370 may be a wireless antenna as shown, a wired communication port, an optical communication port, or any other wired or wireless device capable of interfacing with the wired or wireless electronic communication medium 1500. Although Figure 1 illustrates the communication interface 1370 communicating over a single communication link, the communication interface may be configured to communicate over multiple communication links. Although Figure 1 illustrates a single communication interface 1370, the vehicle may include any number of communication interfaces.

[0025] The communication device 1320 may be configured to transmit or receive signals over a wired or wireless electronic communication medium 1500, such as via a communication interface 1370. Although not explicitly shown in FIG. 1, the communication device 1320 may be configured to transmit, receive, or both over any wired or wireless communication medium, such as radio frequency (RF), ultraviolet (UV), visible light, optical fiber, wired line, or a combination thereof. Although FIG. 1 shows a single communication device 1320 and a single communication interface 1370, any number of communication devices and any number of communication interfaces may be used. In some embodiments, the communication device 1320 may include a Dedicated Short Range Communications (DSRC) device, an On-Board Unit (OBU), or a combination thereof.

[0026] The positioning device 1310 may determine geographic information such as the longitude, latitude, altitude, heading, or speed of the vehicle 1000. For example, the positioning device may include a Global Positioning System (GPS) device, such as a Wide Area Augmentation System (WAAS)-enabled National Marine-Electronics Association (NMEA) device, a radio triangulation device, or a combination thereof. The positioning device 1310 may be used to obtain information representing, for example, the current heading of the vehicle 1000, the current location of the vehicle 1000 in two or three dimensions, the current angular heading of the vehicle 1000, or a combination thereof.

[0027] The user interface 1350 may include any device capable of interfacing with a person, such as a virtual or physical keypad, a touch pad, a display, a touch display, a heads-up display, a virtual display, an augmented reality display, a tactile display, a feature tracking device such as an eye-tracking device, a speaker, a microphone, a video camera, a sensor, a printer, or any combination thereof. The user interface 1350 may be operatively coupled to the processor 1330 as shown, or to any other element of the controller 1300. Although shown as a single device, the user interface 1350 may include one or more physical devices. For example, the user interface 1350 may include an audio interface for voice communication with the person, and a touch display for visual and touch-based communication with the person. The user interface 1350 may include multiple displays, such as multiple physically separate devices, multiple defined portions of a single physical device, or a combination thereof.

[0028] Sensors 1360 may include one or more sensors, such as an array of sensors operable to provide information that can be used to control the vehicle. Sensors 1360 may provide information regarding the current operating characteristics of vehicle 1000. Sensors 1360 may include, for example, speed sensors, acceleration sensors, steering angle sensors, traction-related sensors, brake-related sensors, steering wheel position sensors, eye-tracking sensors, seating position sensors, or any sensor or combination of sensors operable to report information regarding some aspect of the current dynamic situation of vehicle 1000.

[0029] Sensor 1360 may include one or more sensors operable to obtain information about the physical environment surrounding vehicle 1000. For example, one or more sensors may detect road features and shapes, such as lanes, and obstacles, such as fixed obstacles, vehicles, and pedestrians. Sensor 1360 may be or include one or more video cameras, laser sensing systems, infrared sensing systems, acoustic sensing systems, or any other suitable type of on-board environment sensing device or combination of devices, now known or later developed. In some embodiments, sensor 1360 and positioning device 1310 may be a combined device.

[0030] Although not separately shown, the vehicle 1000 may include a trajectory controller. For example, the controller 1300 may include a trajectory controller. The trajectory controller may be operable to obtain information describing the current state of the vehicle 1000 and a planned route for the vehicle 1000, and to determine and optimize a trajectory for the vehicle 1000 based on this information. In some embodiments, the trajectory controller may output signals operable to control the vehicle 1000 such that the vehicle 1000 follows a trajectory determined by the trajectory controller. For example, the output of the trajectory controller may be an optimized trajectory that may be provided to the powertrain 1200, the wheels 1400, or both. In some embodiments, the optimized trajectory may be a control input, such as a set of steering angles, each steering angle corresponding to one time or position. In some embodiments, the optimized trajectory may be one or more paths, lines, curves, or combinations thereof.

[0031] One or more of the wheels 1400 may be steered wheels that may be pivoted to a steering angle under the control of the steering device 1230, propelled wheels that may be given a torque to propel the vehicle 1000 under the control of the transmission 1220, or steered and propelled wheels that may both steer and propel the vehicle 1000.

[0032] Although not shown in FIG. 1, the vehicle may include devices or elements not shown in FIG. 1, such as an enclosure, a Bluetooth® module, a frequency modulation (FM) radio device, a near field communication (NFC) module, a liquid crystal display (LCD) display device, an organic light emitting diode (OLED) display device, a speaker, or any combination thereof.

[0033] Vehicle 1000 may be an autonomous vehicle that is autonomously controlled without direct human intervention to navigate a portion of a transportation network. Although not separately shown in FIG. 1, the autonomous vehicle may include an autonomous vehicle controller that may provide routing, navigation, and control of the autonomous vehicle. The autonomous vehicle controller may be integrated with another device of the vehicle. For example, controller 1300 may include an autonomous vehicle controller.

[0034] The autonomous vehicle controller may control or operate the vehicle 1000 to move through a portion of the vehicle traffic network according to the current vehicle operation parameters. The autonomous vehicle controller may control or operate the vehicle 1000 to perform a defined operation or maneuver, such as parking the vehicle. The autonomous vehicle controller may generate a travel route from a starting point, such as the current location of the vehicle 1000, to a destination based on vehicle information, environmental information, vehicle traffic network data representing the vehicle traffic network, or a combination thereof, and may control or operate the vehicle 1000 to move through the vehicle traffic network according to the route. For example, the autonomous vehicle controller may output the travel route to a trajectory controller, and the trajectory controller may operate the vehicle 1000 to move from the starting point to the destination using the generated route.

[0035] Figure 2 is an example diagram of a portion of a vehicle traffic and communication system 2000 in which aspects, features, and elements disclosed herein may be implemented. The vehicle traffic and communication system 2000 may include one or more vehicles 2100 / 2110, such as the vehicle 1000 shown in Figure 1, which may travel in one or more portions of one or more vehicle traffic networks 2200 and may communicate via one or more electronic communication networks 2300. Although not explicitly shown in Figure 2, the vehicles may travel in areas not explicitly or completely included in the vehicle traffic network, such as off-road areas.

[0036] The electronic communications network 2300 may be, for example, a multiple access system and may provide communications, such as voice communications, data communications, video communications, messaging communications, or combinations thereof, between the vehicles 2100 / 2110 and one or more communications devices 2400. For example, the vehicles 2100 / 2110 may receive information, such as information describing the vehicle traffic network 2200, from the communications devices 2400 via the network 2300.

[0037] In some embodiments, the vehicles 2100 / 2110 may communicate via a wired communication link (not shown), a wireless communication link 2310 / 2320 / 2370, or any combination of any number of wired or wireless communication links. For example, as shown, the vehicles 2110 / 2110 may communicate via a terrestrial wireless communication link 2310, via a non-terrestrial wireless communication link 2320, or via a combination thereof. The terrestrial wireless communication link 2310 may include an Ethernet link, a serial link, a Bluetooth link, an infrared (IR) link, an ultraviolet (UV) link, or any link capable of providing electronic communications.

[0038] A vehicle 2100 / 2110 may communicate with another vehicle 2100 / 2110. For example, a host or target vehicle (HV) 2100 may receive one or more autonomous inter-vehicle messages, such as a basic safety message (BSM), from a remote or target vehicle (RV) 2110 via a direct communication link 2370 or via a network 2300. For example, a remote vehicle 2110 may broadcast a message to a host vehicle within a defined broadcast range, such as 300 meters. In some embodiments, the host vehicle 2100 may receive the message via a third party, such as a signal repeater (not shown) or another remote vehicle (not shown). A vehicle 2100 / 2110 may transmit one or more autonomous inter-vehicle messages periodically based on a defined interval, such as 100 milliseconds.

[0039] The automatic vehicle-to-vehicle messages may include vehicle identification information, geospatial state information such as longitude, latitude or altitude information, geospatial position accuracy information, motion state information such as vehicle acceleration information, yaw rate information, speed information, vehicle heading information, braking system state information, throttle information, steering angle information or vehicle path information, or vehicle operating state information such as vehicle size information, headlight state information, turn signal information, wiper state information, transmission information or any other information or combination of information related to the transmitting vehicle state. For example, the transmission state information may indicate whether the transmission of the transmitting vehicle is in neutral, parked, forward or reverse.

[0040] The vehicle 2100 may communicate with the communication network 2300 via an access point 2330. The access point 2330, which may include a computing device, may be configured to communicate with the vehicle 2100, the communication network 2300, one or more communication devices 2400, or combinations thereof, via wireless or wired communication links 2310 / 2340. For example, the access point 2330 may be a base station, a base transceiver station (BTS), a Node-B, an enhanced Node-B (eNode-B), a Home Node-B (HNode-B), a wireless router, a wired router, a hub, a relay, a switch, or any similar wired or wireless device. Although shown as a single device in FIG. 2, the access point may include any number of interconnection elements.

[0041] The vehicle 2100 may communicate with the communications network 2300 via a satellite 2350 or other non-terrestrial communications device. The satellite 2350, which may include a computing device, may be configured to communicate with the vehicle 2100, the communications network 2300, one or more communications devices 2400, or combinations thereof, via one or more communications links 2320 / 2360. Although shown as a single device in FIG. 2, the satellite may include any number of interconnecting elements.

[0042] The electronic communications network 2300 may be any type of network configured to provide voice, data, or any other type of electronic communications. For example, the electronic communications network 2300 may include a local area network (LAN), a wide area network (WAN), a virtual private network (VPN), a mobile or cellular telephone network, the Internet, or any other electronic communications system. The electronic communications network 2300 may use communications protocols such as Transmission Control Protocol (TCP), User Datagram Protocol (UDP), Internet Protocol (IP), Real-time Transport Protocol (RTP), Hypertext Transport Protocol (HTTP), or combinations thereof. Although shown as a single device in FIG. 2, the electronic communications network may include any number of interconnected elements.

[0043] The vehicle 2100 may identify a portion or state of the vehicle network 2200. For example, the vehicle 2100 may include one or more on-board sensors 2105, such as the sensors 1360 shown in FIG. 1, which may include a speed sensor, a wheel speed sensor, a camera, a gyroscope, an optical sensor, a laser sensor, a radar sensor, an acoustic sensor, or any other sensor or device or combination thereof capable of determining or identifying a portion or state of the vehicle network 2200. The sensor data may include lane data, remote vehicle position data, or both.

[0044] The vehicle 2100 may travel through one or more portions of one or more vehicle traffic networks 2200 using information communicated via a network 2300, such as information representing the traffic network 2200, one or more onboard sensors 2105, or a combination thereof.

[0045] For simplicity, Figure 2 shows two vehicles 2100, 2110, one vehicle traffic network 2200, one electronic communication network 2300, and one communication network 2400, although any number of networks or computer devices may be used. The vehicle traffic and communication system 2000 may include devices, units, or elements not shown in Figure 2. Although the vehicle 2100 is shown as a single device, the vehicle may include any number of interconnected elements.

[0046] Although the vehicle 2100 is shown communicating with the communication device 2400 via the network 2300, the vehicle 2100 may communicate with the communication device 2400 via any number of direct or indirect communication links. For example, the vehicle 2100 may communicate with the communication device 2400 via a direct communication link, such as a Bluetooth® communication link.

[0047] In some embodiments, a vehicle 2100 / 2210 may be associated with an entity 2500 / 2510, such as a driver, operator, or owner of the vehicle. In some embodiments, an entity 2500 / 2510 associated with a vehicle 2100 / 2110 may be associated with one or more personal electronic devices 2502 / 2504 / 2512 / 2514, such as a smartphone 2502 / 2512 or a computer 2504 / 2514. In some embodiments, a personal electronic device 2502 / 2504 / 2512 / 2514 may communicate with a corresponding vehicle 2100 / 2110 via a direct or indirect communication link. Although one entity 2500 / 2510 is shown as associated with the vehicle 2100 / 2110 in FIG. 2, any number of vehicles may be associated with an entity, and any number of entities may be associated with a vehicle.

[0048] 3 is a diagram illustrating an example of a reactive lane change assist system 3000 for use in a vehicle according to the present disclosure. The reactive lane change assist system 3000 includes a processor 3010, such as the processor 1330 shown in FIG. 1, a memory 3020, such as the memory 1340 shown in FIG. 1, and one or more sensors 3030, such as the sensor 1360 shown in FIG. 1.

[0049] The processor 3010 includes a vehicle environment monitor 3040 and a vehicle controller 3050. The vehicle environment monitor 3040 may correlate, associate, or otherwise process the operating environment data to determine a scene. Determining the scene may include identifying, tracking, or predicting actions of one or more remote vehicles in the operating environment of the autonomous vehicle, such as information indicative of a remote vehicle that is slow or stationary along a predicted path of the autonomous vehicle, corresponding geo-spatially to a lane change operation, identifying one or more aspects of the operating environment of the autonomous vehicle, such as the shape of a vehicular network in the operating environment of the autonomous vehicle, or a combination thereof. For example, the vehicle environment monitor 3040 may receive information, such as sensor data, from one or more sensors 3030 corresponding to one or more remote vehicles in the operating environment of the autonomous vehicle, one or more aspects of the operating environment of the autonomous vehicle in the operating environment of the autonomous vehicle, or a combination thereof, for example, corresponding geo-spatially to a scene related to a lane change operation, etc. The vehicle environment monitor 3040 may associate the sensor data with one or more identified remote vehicles in the autonomous vehicle's operating environment, one or more aspects of the autonomous vehicle's operating environment, or combinations thereof, in geospatially corresponding manner to the lane change operation, which may include identifying a current or predicted heading, a path such as a predicted path, a current or predicted speed, a current or predicted acceleration, or combinations thereof, for one or more of each identified remote vehicles. The vehicle environment monitor 3040 may output the identified, associated, or generated scene information to or for access by the vehicle controller 3050. The scene information may classify the vehicle as in-lane, adjacent lane, oncoming lane, or other classification. An in-lane vehicle may be classified as a lead vehicle that the host vehicle has identified to follow. An adjacent lane vehicle may be classified as an adjacent vehicle that is in an adjacent lane. An adjacent vehicle may be reclassified as a lead vehicle after or while the host vehicle executes a lane change to the adjacent lane. An oncoming vehicle is a vehicle traveling in the direction toward the host vehicle and may be in the same lane as the host vehicle or in an adjacent lane.

[0050] The memory 3020 includes one or more pedal maps 3060. The pedal maps 3060 may be referred to as accelerator maps and may be associated with a driving mode such as a normal mode, a regenerative mode, or a comfort mode. For example, a regenerative mode may provide strong deceleration (i.e., active braking) when the accelerator pedal is released, and a comfort mode may provide minimal deceleration to provide a gliding experience when the accelerator pedal is released. A normal mode may be a mix of the regenerative and comfort modes, and a moderate deceleration may be provided. Each pedal map may be a representation of how to convert a driver's accelerator pedal output (APO) into a driver's torque demand. The pedal maps may be represented as a curve of torque versus speed and APO and may be used to estimate the driver's torque or acceleration demand based on the driving mode, vehicle speed, and APO.

[0051] The vehicle controller 3050 includes a lane change assist controller 3070 and is configured to receive scene information from the vehicle environment monitor 3040. The lane change assist controller 3070 is configured to modify a pedal map from the memory 3020 based on the scene information. The dynamically modified pedal map may be used to adjust the available range of torque requests based on deceleration estimates of the lead vehicle, adjacent vehicles, or both. The lane change assist controller 3070 may output a reactive assistance request 3080. The reactive assistance request 3080 may be based on a confidence value of the deceleration estimate of the lead vehicle. In one example, the reactive assistance request may be a torque request that is subtracted from a nominal torque request in a selected driving mode to adjust the estimate of the driver torque request to better match the driver's expected deceleration in the scene.

[0052] FIG. 4 is a block diagram illustrating an example of a reactive lane change assistance area 4000 according to the present disclosure. FIG. 4 illustrates a host vehicle 4010 and a remote vehicle 4020 traveling in the same direction on a multi-lane road, such as a highway. As illustrated in FIG. 4, the host vehicle 4010 travels in one lane of the multi-lane road and reaches point A at some point. The points illustrated between the host vehicle 4010 and point A are points where the vehicle 4010 is predicted to be on its way to point A. In this example, there is no vehicle in the lane ahead of the host vehicle 4010. In this example, the remote vehicle 4020 is in an adjacent lane to the lane in which the host vehicle 4010 is traveling. Thus, in this example, the remote vehicle 4020 is an adjacent vehicle.

[0053] FIG. 4 shows a region of interest 4030, which is a potential traffic area for the host vehicle 4010. The region of interest 4030 may be based on the speed of the host vehicle 4010, the steering angle of the host vehicle 4010, the yaw rate of the host vehicle 4010, the longitudinal straight distance of the host vehicle 4010, the lateral distance to the left or right of the vehicle based on the width of the lane or the width of the leading or adjacent vehicle, or any combination thereof. The longitudinal and lateral distances are based on X and Y coordinates relative to the host vehicle, where X is the straight distance of the host vehicle and Y is the distance to the left or right of the host vehicle. In one example, if the host vehicle is moving at 30 meters per second with a yaw rate of zero, the host vehicle is expected to move 60 meters longitudinally and 0 meters laterally in 2 seconds. If the yaw rate is not zero, the expected longitudinal travel distance decreases as the host vehicle follows a curve, and the expected lateral travel distance increases, positive or negative, based on the yaw rate sign. The steering angle of the host vehicle 4010 may be related to the yaw rate of the host vehicle 4010. At some point, the operator of the host vehicle 4010 may decide to perform a lane change maneuver and initiate the turn signal 4040. Based on the detection of the turn signal 4040, the host vehicle 4010 may increase the region of interest 4030 to include the adjacent lane. The increased region of interest may be based on a lateral distance, such as the lane width of the adjacent lane or the width of the adjacent vehicle.

[0054] FIG. 5 is a flow diagram illustrating an example of a reactive lane change assistance method 5000 for use in a vehicle according to an embodiment of the disclosure. The reactive lane change assistance method 5000 may be performed by the reactive lane change assistance system 3000 illustrated in FIG. 3. In this example, a host vehicle, such as the host vehicle 4010 illustrated in FIG. 4, may follow other vehicles in the same lane and then perform a lane change maneuver to another lane having an adjacent vehicle, such as the remote vehicle 4020 illustrated in FIG. 4. The reactive lane change assistance method 5000 includes a step 5010 of determining a lead vehicle. The step 5010 of determining a lead vehicle may be based on a proximity distance between the host vehicle and a candidate lead vehicle. The candidate lead vehicle may be another vehicle traveling in the same lane as the host vehicle or another vehicle traveling in an adjacent lane, such as the remote vehicle 4020 illustrated in FIG. 4.

[0055] The reactive lane change assistance method 5000 includes determining 5020 an area of ​​interest. The area of ​​interest is a potential travel area for the host vehicle. Determining 5020 an area of ​​interest may include determining a set of locations identified by a longitudinal distance ahead of the host vehicle and a lateral distance based on the host vehicle's speed, steering angle, yaw rate, and width of the lead vehicle. In some examples, the first lateral distance may be based on the width of the lane in which the lead vehicle is traveling.

[0056] The reactive lane change assistance method 5000 includes detecting 5030 a turn signal light of the host vehicle and increasing 5040 a region of interest based on the detection of the turn signal light. The region of interest may be increased by a second lateral distance in response to the detection of the turn signal light. The increased region of interest may include an adjacent vehicle, and the second lateral distance may be based on a width of the adjacent vehicle. In some examples, the second lateral distance may be based on a width of a lane in which the adjacent vehicle is traveling. In some examples, the increased region of interest may be based on a speed, yaw rate, or steering angle of the host vehicle.

[0057] The reactive lane change assistance method 5000 includes a step 5050 of calculating a feedback force. The feedback force may be calculated based on a deceleration estimate of the lead vehicle, a deceleration estimate of the adjacent vehicle, or both. The deceleration estimate of the lead vehicle may be a dynamic estimate based on a function of the relative distance of the lead vehicle from the host vehicle, the relative speed of the lead vehicle, and the relative acceleration of the lead vehicle. The deceleration estimate of the adjacent vehicle may be a dynamic estimate based on a function of the relative distance of the adjacent vehicle from the host vehicle, the relative speed of the adjacent vehicle, and the relative acceleration of the adjacent vehicle. The feedback force may be calculated based on a minimum function of the deceleration estimate of the lead vehicle and the deceleration estimate of the adjacent vehicle. For example, if the deceleration estimate of the lead vehicle is less than the deceleration estimate of the adjacent vehicle, the deceleration estimate of the lead vehicle may be selected to calculate the feedback force.

[0058] The reactive lane change assistance method 5000 includes a step 5060 of adjusting the driver torque request based on the calculated feedback force. The step 5060 of adjusting the driver torque request effectively changes the APO-to-torque conversion to match the driver's expectations. For example, in an open and free-moving situation, the driver may want to relax and take his / her foot off the accelerator. In such a situation, the host vehicle automatically adjusts the APO-to-torque conversion to reduce the maximum deceleration torque request, thereby allowing the vehicle to coast and cruise as expected. In a traffic jam or places requiring higher speed regulation, such as intersections and parking lots, the driver may expect more deceleration from the vehicle when the driver takes his / her foot off the accelerator. In such a situation, the host vehicle automatically adjusts the APO-to-torque conversion to increase the maximum deceleration to sufficiently decelerate the vehicle when the driver releases the accelerator pedal. The APO-to-torque conversion may be adjusted based on one or more accelerator maps. The one or more accelerator maps may be associated with a driving mode and may include a normal mode accelerator map, a regenerative mode accelerator map, and a comfort mode accelerator map. The adjustment of the driver torque request may be based on a reactive assistance request. The reactive assistance request may be based on a confidence value of the lead vehicle deceleration estimate. In one example, the reactive assistance request may be a torque request that is subtracted from a base offset of the APO for the selected driving mode to adjust the accelerator feedback force.

[0059] 6 is a flow diagram illustrating an example of another reactive lane change method 6000 for use in a vehicle according to an embodiment of the present disclosure. In this example, a host vehicle may perform a turn in one lane while avoiding another vehicle making a turn in an adjacent lane. The reactive lane change method 6000 includes a step 6010 of detecting a turn signal light of the host vehicle and a step 6020 of detecting a target vehicle. The target vehicle may be any vehicle detected within the operating environment of the host vehicle.

[0060] The reactive lane change method includes a step 6000 of generating a region of interest 6030. The region of interest may include a target vehicle. The region of interest may be determined based on detection of a turn signal light, detection of the target vehicle, or both.

[0061] The reactive lane change method 6000 includes detecting 6040 a steering angle of the host vehicle and determining 6050 whether the target vehicle is a leading vehicle. The determination of whether the target vehicle is a leading vehicle may be based on the speed of the target vehicle, the steering angle of the host vehicle, or both. For example, if the speed of the target vehicle is zero, the host vehicle may determine that the target vehicle is a parked vehicle and therefore the target vehicle is a non-leading vehicle. In an example where the host vehicle is in a turn lane, if the speed of the target vehicle is greater than zero and the target vehicle is in an adjacent turn lane with its turn signal on, the host vehicle may determine that the target vehicle is a non-leading vehicle if the steering angle of the host vehicle indicates that the host vehicle is not changing lanes.

[0062] If the target vehicle is determined to be a lead vehicle 6050, the reactive lane change method 6000 includes calculating 6060 a feedback force based on the lead vehicle. The feedback force may be calculated based on an estimated deceleration of the lead vehicle. The estimated deceleration of the lead vehicle may be a dynamic estimate based on a function of the relative distance of the lead vehicle from the host vehicle, the relative speed of the lead vehicle, and the relative acceleration of the lead vehicle.

[0063] In response to calculating 6060 the feedback force based on the lead vehicle, the reactive lane change method 6000 includes adjusting 6070 the driver torque request based on the calculated feedback force. Adjusting 6070 the driver torque request effectively changes the APO-to-torque conversion to match the driver's expectations. For example, in open and free moving conditions, the driver may want to relax and take his / her foot off the accelerator. In such conditions, the host vehicle automatically adjusts the APO-to-torque conversion to reduce the maximum deceleration torque request, thereby allowing the vehicle to coast and cruise as expected. In traffic jams or places requiring higher speed regulation, such as intersections and parking lots, the driver may expect more deceleration from the vehicle when the driver takes his / her foot off the accelerator. In such conditions, the host vehicle automatically adjusts the APO-to-torque conversion to increase the maximum deceleration to ensure sufficient deceleration when the driver releases the accelerator pedal. The APO-to-torque conversion may be adjusted based on one or more accelerator maps. One or more accelerator maps may be associated with the driving mode and may include a normal mode accelerator map, a regenerative mode accelerator map, and a comfort mode accelerator map. The adjustment of the driver torque request may be based on a reactive assistance request. The reactive assistance request may be based on a confidence value of the lead vehicle deceleration estimate. In one example, the reactive assistance request may be a torque request that is subtracted from a base offset of the APO for the selected driving mode to adjust the accelerator feedback force.

[0064] If the target vehicle is determined to be a non-lead vehicle 6050, the reactive lane change method 6000 includes calculating a feedback force based on the non-lead vehicle 6080. In one example, the feedback force may be calculated based on the absence of a lead vehicle.

[0065] In response to calculating 6080 the feedback force based on the non-leading vehicle, the reactive lane change method 6000 includes adjusting 6070 the driver torque request based on the calculated feedback force. Adjusting 6070 the driver torque request effectively changes the APO-to-torque conversion to match the driver's expectations. For example, in open and free moving conditions, the driver may want to relax and take his / her foot off the accelerator. In such conditions, the host vehicle automatically adjusts the APO-to-torque conversion to reduce the maximum deceleration torque request, thereby allowing the vehicle to coast and cruise as expected. In traffic jams or places requiring higher speed regulation, such as intersections and parking lots, the driver may expect more deceleration from the vehicle when the driver takes his / her foot off the accelerator. In such conditions, the host vehicle automatically adjusts the APO-to-torque conversion to increase the maximum deceleration to ensure sufficient deceleration when the driver releases the accelerator pedal. The APO-to-torque conversion may be adjusted based on one or more accelerator maps. One or more accelerator maps may be associated with the driving mode and may include a normal mode accelerator map, a regenerative mode accelerator map, and a comfort mode accelerator map. The adjustment of the driver torque request may be based on a reactive assistance request. The reactive assistance request may be based on a confidence value of the lead vehicle deceleration estimate. In one example, the reactive assistance request may be a torque request that is subtracted from a base offset of the APO for the selected driving mode to adjust the accelerator feedback force.

[0066] As used herein, the term "computer" or "computing device" includes any unit or combination of units, or any part or parts thereof, capable of carrying out any of the methods disclosed herein.

[0067] As used herein, the term “processor” refers to one or more special purpose processors, one or more digital signal processors, one or more microprocessors, one or more controllers, one or more microcontrollers, one or more application processors, one or more application specific integrated circuits, one or more application specific standard components, It refers to one or more processors, such as one or more field programmable gate arrays, any other type or combination of integrated circuits, one or more state machines, or any combination of these.

[0068] As used herein, the term "memory" refers to any computer-usable or computer-readable medium or device that can tangibly hold, store, communicate, or carry any signals or information that can be used by or associated with any processor. For example, memory may be one or more read-only memories (ROM), one or more random access memories (RAM), one or more registers, low-power DDR (LPDDR) memories, one or more cache memories, one or more semiconductor memory devices, one or more magnetic media, one or more optical media, one or more magneto-optical media, or any combination thereof.

[0069] As used herein, the term "instructions" may include instructions or expressions for performing any method disclosed herein, or any part or parts thereof, and may be implemented in hardware, software, or any combination thereof. For example, instructions may be implemented as information, such as a computer program stored in a memory, that may be executed by a processor to perform any of the methods, algorithms, aspects, or combinations thereof described herein. In some embodiments, instructions or portions thereof may be implemented as a dedicated processor or circuitry, which may include dedicated hardware for performing any of the methods, algorithms, aspects, or combinations thereof described herein. In some implementations, portions of instructions may be distributed across multiple devices, multiple processors on a single device, that may communicate directly or over a network, such as a local area network, a wide area network, the Internet, or combinations thereof.

[0070] As used herein, the terms "example," "embodiment," "implementation," "aspect," "feature," or "element" indicate serving as an example, example, or illustration. Unless expressly stated, any example, embodiment, implementation, aspect, feature, or element is independent of each other example, embodiment, implementation, aspect, feature, or element and may be used in combination with any other example, embodiment, implementation, aspect, feature, or element.

[0071] As used herein, the terms "determining" and "identifying" or any variation thereof includes selecting, ascertaining, calculating, retrieving, receiving, determining, establishing, obtaining, or otherwise identifying or determining in any manner using one or more of the devices shown and described herein.

[0072] As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or." That is, unless otherwise specified or clear from the context, "X includes A or B" is intended to indicate any natural inclusive permutation. That is, X includes A, X contains B, Or, if X includes both A and B, then "X includes A or B" is satisfied by any of the above examples. Furthermore, the articles "a" and "an" as used in this application and the appended claims should generally be construed to mean "one or more" unless the context clearly indicates a singular reference or the context clearly dictates otherwise.

[0073] Furthermore, although for simplicity of description, the drawings and descriptions herein may include a series of steps or stages or sequences, elements of the methods disclosed herein may occur in various orders or simultaneously. Moreover, elements of the methods disclosed herein may occur with other elements not explicitly shown and disclosed herein. Moreover, not all elements of the methods described herein are required to implement a method according to the present disclosure. Although aspects, features, and elements are described herein in certain combinations, each aspect, feature, or element may be used independently or in various combinations with or without other aspects, features, and elements.

[0074] The above aspects, examples and implementations are described to facilitate understanding of the present disclosure and are not intended to be limiting. To the contrary, the present disclosure encompasses various modifications and equivalent arrangements that are within the scope of the appended claims, which should be interpreted broadest possible to encompass all such modifications and equivalent arrangements as are permitted by law.

Claims

1. 1. A method for use in a host vehicle, comprising: determining a leading vehicle based on a proximity distance between the host vehicle and a leading vehicle candidate; determining an area of ​​interest by a longitudinal distance based on a speed of the host vehicle, a steering angle of the host vehicle, and a yaw rate of the host vehicle, and a first lateral distance based on a width of the lead vehicle, the area of ​​interest being a potential driving area of ​​the host vehicle; detecting a turn signal light of the host vehicle; increasing the region of interest by a second lateral distance in response to detecting the turn signal light, the increased region of interest including an adjacent vehicle, the second lateral distance being based on a width of the adjacent vehicle; calculating a feedback force based on the deceleration estimate of the lead vehicle and the deceleration estimate of the adjacent vehicle in response to increasing the region of interest; and Adjusting the conversion of APO (accelerator pedal output) to torque based on the calculated feedback force A method comprising:

2. The method of claim 1 , wherein the feedback force is calculated based on a function of the estimated deceleration of the lead vehicle and the estimated deceleration of the adjacent vehicle.

3. The method of claim 1 , wherein the increased region of interest is based on a speed of the host vehicle and a yaw rate of the host vehicle.

4. The method of claim 1 , wherein the deceleration estimate of the lead vehicle is a dynamic estimate based on a function of the relative distance of the lead vehicle, the relative speed of the lead vehicle, and the relative acceleration of the lead vehicle.

5. The method of claim 1 , wherein the adjacent vehicle deceleration estimate is a dynamic estimate based on a function of the relative distance of the adjacent vehicles, the relative speed of the adjacent vehicles, and the relative acceleration of the adjacent vehicles.

6. The method of claim 1 , wherein increasing the region of interest is based on a detected velocity of the host vehicle and a steering angle of the host vehicle.

7. The method described in claim 1, wherein the estimated deceleration value of the leading vehicle is less than the estimated deceleration value of the adjacent vehicle.

8. The method of claim 1 , wherein the APO-to-torque conversion is adjusted based on one or more accelerator maps.

9. The method of claim 8 , wherein the one or more accelerator maps include a normal mode accelerator map, a regenerative mode accelerator map, and a comfort mode accelerator map.

10. The method of claim 1 , wherein the first lateral distance is based on a width of a lane in which the lead vehicle is traveling and the second lateral distance is based on a width of a lane in which the adjacent vehicle is traveling.

11. a sensor configured to detect a proximity distance of an object from a host vehicle; Processor and In a host vehicle comprising: determining that the object is a lead vehicle based on the proximity distance between the host vehicle and the object; determining an area of ​​interest by a longitudinal distance based on a speed of the host vehicle, a steering angle of the host vehicle, and a yaw rate of the host vehicle, and a first lateral distance associated with a width of the lead vehicle, the area of ​​interest being a potential driving area of ​​the host vehicle; detecting a turn signal light of the host vehicle; increasing the region of interest by a second lateral distance in response to detecting the turn signal light, the increased region of interest including an adjacent vehicle; calculating a feedback force based on the deceleration estimate of the lead vehicle and the deceleration estimate of the adjacent vehicle in response to increasing the region of interest; and Adjusting the conversion of APO (accelerator pedal output) to torque based on the calculated feedback force A host vehicle configured to:

12. The host vehicle of claim 11 , wherein the processor is configured to calculate the feedback force based on a function of an estimated deceleration of the lead vehicle and an estimated deceleration of the adjacent vehicle.

13. The host vehicle of claim 11 , wherein the increased region of interest is based on a speed of the host vehicle and a yaw rate of the host vehicle.

14. The host vehicle of claim 11 , wherein the deceleration estimate of the lead vehicle is a dynamic estimate based on a function of the relative distance of the lead vehicle, the relative velocity of the lead vehicle, and the relative acceleration of the lead vehicle.

15. 12. The host vehicle of claim 11, wherein the adjacent vehicle deceleration estimate is a dynamic estimate based on a function of the adjacent vehicle's relative distance, the adjacent vehicle's relative speed, and the adjacent vehicle's relative acceleration.

16. The host vehicle of claim 11 , wherein the processor is configured to increase the region of interest based on a detected speed of the host vehicle and a steering angle of the host vehicle.

17. The host vehicle of claim 11 , wherein the processor is configured to increase the region of interest based on a detected speed of the host vehicle and a steering angle of the host vehicle.

18. 12. The host vehicle of claim 11, wherein the processor is configured to adjust the APO-to-torque conversion based on one or more accelerator maps.

19. 20. The host vehicle of claim 18, wherein the one or more accelerator maps include a normal mode accelerator map, a regenerative mode accelerator map, and a comfort mode accelerator map.

20. 12. The host vehicle of claim 11, wherein the processor is configured to determine the first lateral distance based on a width of a lane in which the lead vehicle is traveling and to determine the second lateral distance based on a width of a lane in which the adjacent vehicle is traveling.

Images