Vehicle control methods for autonomous vehicle systems

Abstract

To provide a method of navigating a plurality of vehicles along a roadway.SOLUTION: A method of navigating a plurality of vehicles along a roadway, includes the following steps of: at a first vehicle, navigating along a section of a roadway by following a first moving position-target, the first moving position-target determined in accordance with a first tracking function defining a position along the section of the roadway as a function of time; and, a second vehicle, navigating along the section of the roadway by following a second moving position-target, the second moving position-target determined in accordance with a second tracking function defining a position along the section of the roadway as a function of time. When the first vehicle and the second vehicle navigate along the section of the roadway, a distance between the first vehicle and the second vehicle may change.SELECTED DRAWING: Figure 2B

Description

[Technical Field]

[0001] This Patent Cooperation Treaty patent application claims priority to U.S. Provisional Patent Application No. 62 / 992,739, filed on March 20, 2020, the entirety of which is incorporated herein by reference.

[0002] The embodiments described relate generally to vehicles, and more specifically to vehicle control systems for controlling the operation of autonomous vehicles along a road. [Background technology]

[0003] Vehicles such as cars, trucks, vans, buses, and trams are widespread in modern society. Cars, trucks, and vans are frequently used for personal transport, carrying relatively small numbers of passengers, while buses, trams, and other larger vehicles are frequently used for public transport. Vehicles can also be used for cargo transport or other purposes. Such vehicles may be driven on roads that may include ground roads, bridges, highways, elevated roads, or other types of roads with vehicle rights-of-way. Unmanned or autonomous vehicles may eliminate the need for individuals to manually operate vehicles when transport is required. [Overview of the project] [Means for solving the problem]

[0004] A method for navigating multiple vehicles along a road may include the steps of: navigating a section of the road in a first vehicle by following a first moving position target, wherein the first moving position target is determined according to a first tracking function that defines a position along the section of the road as a function of time; and navigating a section of the road in a second vehicle by following a second moving position target, wherein the second moving position target is determined according to a second tracking function that defines a position along the section of the road as a function of time. When the first and second vehicles navigate along the section of the road, the distance between the first and second vehicles may change. The time interval between the first and second vehicles may be kept above a specified minimum value.

[0005] When the first vehicle and the second vehicle navigate along a section of road, the time interval between the first vehicle and the second vehicle may remain constant. The time interval between the first vehicle and the second vehicle at a given time may be defined by the first tracking function and the second tracking function, and the distance between the first vehicle and the second vehicle at a given time may be defined by the first tracking function and the second tracking function.

[0006] When a first vehicle navigates along a section of road, the first vehicle may calculate a first target location; when a second vehicle navigates along a section of road, the second vehicle may calculate a second target location. The first vehicle may include a first clock synchronized with a reference clock, and the first vehicle may use the time from the first clock to calculate the first target location; the second vehicle may include a second clock synchronized with a reference clock, and the second vehicle may use the time from the second clock to calculate the second target location.

[0007] The transport system may include a plurality of vehicles configured to autonomously navigate along a road by following defined moving position targets relative to the road. The transport system may include a vehicle presence detector configured to detect the presence or absence of a vehicle at a location upstream of a road merging area, and the absence of a vehicle at such location for a given period of time indicates an available vehicle location along the road. The transport system may also include a vehicle. The vehicle may include a drive system configured to move the vehicle forward, a steering system configured to steer the vehicle, and a vehicle controller configured to receive information indicating an available vehicle location from the vehicle presence detector, and in response to receiving information indicating an available vehicle location, select a tracking function associated with the available vehicle location from a plurality of tracking function candidates, and to cause the drive and steering systems to merge the vehicle onto the road at the available vehicle location, and to cause the drive and steering systems to navigate the vehicle along the road according to the selected tracking function.

[0008] At least two of the multiple candidate tracking functions may define a variable distance between two vehicles along a road and a constant time interval between the two vehicles. The vehicle presence detector may communicate wirelessly with the vehicles and transmit information indicating the location of available vehicles. This information may include the coordinates of the available vehicle location and the time.

[0009] The operation of selecting a tracking function may include selecting a tracking function that correlates available vehicle positions with the time when available vehicle positions are detected. The vehicle controller may further include a first clock synchronized with a reference clock, and the vehicle presence detector may include a second clock synchronized with the reference clock.

[0010] The transport system may further include several additional vehicles that navigate along the road, each additional vehicle navigating according to a different tracking function from a group of candidate tracking functions. Each of the candidate tracking functions may define the position along the road as a function of time, and the vehicles and each additional vehicle may store the group of candidate tracking functions.

[0011] The transport system may include a plurality of vehicles configured to autonomously navigate along a road having a first section associated with a first vehicle control scheme and a second section associated with a second vehicle control scheme. The transport system may include a vehicle controller comprising a drive system configured to move the vehicle forward, a steering system configured to steer the vehicle, and a vehicle controller. The vehicle controller may be configured to detect the transition from the first section of the road to the second section of the road, where the first section of the road is associated with a platooning scheme and the second section of the road is associated with a moving position target vehicle control scheme. The vehicle controller may also determine the time at which the vehicle enters the second section of the road from the first section of the road, select a tracking function from a plurality of tracking function candidates associated with the time at which the vehicle enters the second section of the road and the starting position of the second section of the road, and cause the drive system and steering system to navigate the vehicle along the second section of the road according to the selected tracking function.

[0012] The vehicle may be a first vehicle, and the vehicle controller may be further configured to navigate the first vehicle along the first section of the road in accordance with a platooning scheme before entering the second section of the road. Navigating the first vehicle in accordance with a platooning scheme may include detecting changes in the speed of a second vehicle ahead of the first vehicle, and changing the speed of the first vehicle in response to detecting changes in the speed of the second vehicle.

[0013] The vehicle controller may use closed-loop position control to maintain the vehicle at a position indicated by a selected tracking function. The vehicle may store information indicating the location of the transition from a first section of road to a second section of road, and the vehicle controller may detect the transition from the first section of road to the second section of road based at least partially on the vehicle's location and the stored information indicating the location of the transition.

[0014] The transportation system may further include a detectable component indicating the transition from the first section of the road to the second section of the road. The vehicle may include a sensor, and the operation of detecting the transition from the first section of the road to the second section of the road may include detecting the detectable component by the sensor. The detectable component may be embedded in the road.

[0015] The present disclosure can be easily understood by using the following detailed description in combination with the accompanying drawings, and like reference numerals indicate like structural elements.

Brief Description of the Drawings

[0016] [Figure 1] It is a diagram showing a part of an example of a road. [Figure 2A] It is a diagram showing a part of an example of a road adopting a moving position target control method. [Figure 2B] It is a diagram showing a part of the road of FIG. 2A at a given time, illustrating an example of the vehicle position on the road. [Figure 2C] It is a diagram showing a part of the road of FIG. 2A at another time, illustrating an example of the vehicle position on the road. [Figure 2D] It is a diagram showing a part of the road of FIG. 2A at yet another time, illustrating an example of the vehicle position on the road. [Figure 3A] It is a diagram showing an example of a road junction and a related vehicle control method. [Figure 3B] It is a diagram showing an example of a road junction and a related vehicle control method. [Figure 3C] It is a diagram showing an example of a road junction and a related vehicle control method. [Figure 3D] It is a diagram showing an example of a road junction and a related vehicle control method. [Figure 3E] It is a diagram showing an example of a road junction and a related vehicle control method. [Figure 3F] It is a diagram showing an example of a road junction and a related vehicle control method. [Figure 4A]This figure shows a plot of an example of a tracking function that defines the position of a vehicle along a road section over time. [Figure 4B] This figure shows a plot of an example of a tracking function that defines the position of a vehicle along a road section over time. [Figure 5] This diagram illustrates an example of the inter-vehicle distance in a moving position target control system, specifically a portion of a road example. [Figure 6A] This diagram shows an example of a platooning system that can be used for road markings. [Figure 6B] This diagram shows an example of a platooning system that can be used for road markings. [Figure 6C] This diagram shows an example of a platooning system that can be used for road markings. [Figure 7A] This is a diagram showing examples of vehicles. [Figure 7B] This is a diagram showing examples of vehicles. [Figure 8A] This diagram shows the vehicle in Figures 7A and 7B with the doors open. [Figure 8B] This diagram shows the vehicle in Figures 7A and 7B with the doors open. [Figure 9] This is a partial exploded view of an actual vehicle. [Modes for carrying out the invention]

[0017] Next, we will refer in detail to the representative embodiments shown in the attached drawings. It should be understood that the following description is not intended to limit the embodiments to one preferred embodiment. Rather, it is intended to cover alternatives, modifications, and equivalents that may fall within the spirit and scope of the embodiments described as defined by the attached claims.

[0018] The embodiments herein generally relate to transport systems in which a number of vehicles may be autonomously driven to transport passengers and / or cargo along roads. For example, a transport system or service may provide a fleet of vehicles operating along roads to pick up and drop off passengers at either pre-set locations or stops or dynamically selected locations (e.g., selected by a person via a smartphone). The term “road” as used herein may refer to structures supporting the moving vehicles.

[0019] However, autonomous vehicle operation is a complex task, and the specific techniques or methods employed by vehicles on the road can significantly affect not only the operation of individual vehicles but also the operation of the entire system. For example, some vehicle control schemes may be susceptible to the occurrence or propagation of traffic congestion or other obstacles that adversely affect the operation and / or efficiency of the system. Therefore, defining one or more appropriate vehicle control schemes for a given road can help ensure the smooth and efficient operation of the system.

[0020] One example of a vehicle control scheme described herein defines a virtual position target (hereinafter referred to as a moving position target or simply a position target) that moves along a road and serves as a target (or position setting point) for an autonomous vehicle. When a vehicle is traveling along a road section utilizing this type of control scheme, the vehicle may be assigned to or otherwise associated with a specific moving position target, and the vehicle may adjust its speed and / or direction of travel to minimize the error between its actual position and the position of the moving position target. Each vehicle on that road section may be assigned to or otherwise associated with a different moving position target, and the moving position targets may be predetermined (e.g., by a function relating position along the road to time) so that vehicles maintain a safe distance from one another. In this method, the location of individual vehicles on the road and the overall flow of vehicles along the road section can be strictly controlled, thereby reducing the risk of traffic congestion, collisions, etc. A vehicle control scheme in which a vehicle navigates by following a moving position target may be referred to as a moving position target vehicle control scheme, as used herein.

[0021] However, since the roads of the transport systems described herein can be large and complex, it is beneficial to employ different vehicle control schemes along different sections of the system. For example, along some sections of the road, a first vehicle control scheme may be employed in which vehicles are configured to autonomously form convoys or groups of multiple vehicles, while along other sections of the road, a second vehicle control scheme, such as a moving position target vehicle control scheme, may be employed. This specification describes examples of such vehicle control schemes and techniques for transitioning between various different vehicle control schemes at intersections, merging points, junctions, and the like.

[0022] The transport systems described herein may be configured to operate independently according to specific vehicle control schemes defined for specific road sections, and may include or be operated using specialized types of vehicles (or several specialized types of vehicles) that may be directly controlled or guided by a transport system controller that can issue commands to or otherwise control components of the transport system (e.g., vehicles within the transport system). The vehicle control scheme, as used herein, may be performed by the vehicle, by the transport system controller, by a combination of the vehicle and the transport system controller, or by any other suitable component, such as a computer, server, controller, or combination thereof.

[0023] Figure 1 shows a section of road 100 for an autonomous vehicle 108 according to the embodiments described herein. The section of road shown in Figure 1 is shown on the ground in a typical urban or suburban environment, but this is not intended to be limiting. In practice, roads can be set in any environment or location, including rural areas, such as being entirely or partially inside buildings, off the road, on elevated structures, or underground. Road 100 is shown with a number of four-wheeled vehicles 108 navigating along road 100. Vehicles 108 may be autonomous or semi-autonomous vehicles specifically designed for use on road 100. While some exemplary types of vehicles for use on road 100 are described with reference to Figures 7A to 9B, other types of vehicles may be driven along road 100 instead of or in addition to the vehicles described herein. The section of road 100 shown in Figure 1 may be only a small part, and road 100 may include multiple sections, such as straight roads, bends, intersections, bridges, tunnels, boarding areas, and parking facilities. Different vehicle control schemes may be used in different sections to facilitate efficient vehicle operation. For example, a moving position target vehicle control system may be adopted along main roads, while a platooning (or other) system may be adopted along entrance ramps, boarding areas, etc.

[0024] Figure 2A shows an example of a portion of road 200 that employs a moving position target control system along at least a portion of the road 200. The portion of road 200 may include a first section 208 and a second section 210 that merges with the first section 208 at a merging area 212. The first section 208 may be associated with the moving position target control system, and the second section 210 may be associated with the moving position target control system, a platooning system, or any other suitable vehicle control system.

[0025] In the moving position target control scheme, vehicles on a road are configured to follow virtual position targets 202 (e.g., 202-1, ..., 202-n) that move virtually along the road 200. For example, the virtual position targets 202 (also referred to herein simply as position targets) can be conceptualized as virtual containers that move along the road, and vehicles will attempt to stay "inside" these virtual containers as they navigate along the road. In this method, the manner in which the position targets 202 move along the road can be predefined for the road, and any vehicle traveling along the road according to the position target movement control scheme will move in a predictable, predetermined manner (e.g., position, speed, direction of travel, etc., predefined by the position targets). This control scheme also helps to avoid traffic congestion or other unpredictable traffic conditions, as vehicles are configured to stay within "virtual containers" that provide a predetermined flow / pattern of vehicles. As shown in Figure 2A, the position targets 202 move along the direction indicated by arrow 204.

[0026] As described herein, position targets do not need to have a fixed speed or fixed separation distance across road sections. Rather, such parameters can vary to accommodate the various needs of the transport system. For example, the speed of a position target may vary (e.g., decrease) around bends in road sections, and the distance between position targets may also vary (e.g., decrease) around bends. Even if the speed and / or follow distance vary in the moving position target control scheme, the vehicle flow may remain constant along that section of the road, thus enabling steady-state operation of the system and avoiding stagnation (backup) or other non-steady-state situations.

[0027] The position target 202 can be defined in any preferred manner. For example, as described herein with respect to Figures 4A-4B, the position target 202 can be defined by a function that defines a position along a road as a function of time. Each vehicle may store or otherwise access the function so that it can independently determine the location of the position target at a given time. In this manner, a vehicle can independently determine the position of the position target it is trying to follow without needing to have the position of that position target transmitted from a remote source (e.g., a remote server or remote controller). In another example, the position target 202 can be defined by a waveform (e.g., a traveling wave), where the minimum and / or maximum values ​​of the waveform define the position target.

[0028] A vehicle "following" a virtual position target, as used herein, refers to a vehicle that attempts to maintain its position at (or at a fixed offset from) a virtual position target, and the vehicle does not need to be behind the position target. For example, a vehicle may "follow" a position target by using a closed-loop position controller that attempts to minimize the error between the vehicle's actual position and the position of the position target. Thus, as the position target moves (virtually) along the road, the vehicle will steer itself forward to keep the vehicle approximately in agreement with the position target. As is expected in closed-loop position control, the vehicle's actual position may deviate slightly from the setpoint (in this case, the position target), and therefore, during normal operation of the system, the actual position and the setpoint may not be strictly equivalent. Therefore, following a position target, tracking a position target, or otherwise maintaining a state of agreement with the position target is understood to involve the possibility of such accidental position errors.

[0029] Furthermore, the vehicle's position and the position of the virtual position target can be defined in any preferred manner. In one example, the position target may be defined by a one-dimensional point, and the vehicle's position may correspond to a one-dimensional point at a fixed location on the vehicle (e.g., the vehicle's geometric center, the vehicle's center of gravity after unloading, the vehicle's foremost point, etc.). In another example, the position target may be defined by a two-dimensional shape corresponding to the vehicle's shape within the transport system, and the vehicle's position may be defined as the vehicle's perimeter or outer boundary. In such cases, the vehicle may be configured to follow the position target by attempting to maintain its perimeter within the two-dimensional shape of the position target (e.g., a rectangle). Other techniques for defining the vehicle's position and position target may also be considered.

[0030] Figure 2B shows a portion of road 200 at time t0 as vehicles 214-1, 214-2, 214-3, and 214-4 are traveling along road 200. As shown in Figure 2B, each vehicle aligns with its respective position target (for example, vehicle 214-1 aligns with position target 202-1, and vehicle 214-2 aligns with position target 202-2). The vehicles may be configured to follow their respective position targets as the position targets move along road 200 in direction 204. For example, as described above, vehicle 214 may implement a closed-loop position control scheme in which the position of position target 202 is used as the vehicle's position setting point, and vehicle 214 follows position target 202 by attempting to minimize or reduce the error between the position target and the vehicle's actual position.

[0031] As will be described in more detail herein, the position of a position target may be absolute position coordinates (e.g., latitude and longitude coordinates) or any other suitable type of variable. In some cases, the vehicle may store a road map or other representation, and the position of the position target may be expressed as a distance or length parameter. This technique allows the vehicle to decouple steering control from speed control, at least partially, thereby simplifying the operation of following a position target. For example, a closed-loop position controller may control the vehicle's speed independently of the steering system (e.g., via the vehicle's drive system) to minimize errors between a setpoint and the vehicle's position. The steering system, on the other hand, may control the angle of the vehicle's wheels (or steer the vehicle in other ways) based on where the vehicle is on the road and according to a road map. In this method, since the route is already defined by the road map, the closed-loop position controller does not need to calculate a new route between its current position and the position target.

[0032] Figure 2C shows a portion of road 200 at time t1 as vehicles 214-1, 214-2, 214-3, and 214-4 travel along the road in accordance with the movement of a position target. For example, vehicle 214-1 is traveling in coordination with position target 202-1. Figure 2C also shows a new position target 216 representing a position target immediately behind position target 202-1 (shown in Figure 2A and occupied by vehicle 214-1). In particular, because the vehicles are following the position targets, the vehicles do not converge on one another as they travel along the road. For example, the available vehicle position (position target 218) between vehicle 214-3 and vehicle 214-4 remains available and not occupied while these vehicles are navigating along the road (for example, the trailing vehicle 214-3 does not attempt to catch up with the leading vehicle 214-4, but remains associated with its associated position target).

[0033] Figure 2C also shows vehicle 214-5 on the second section 210 of the road. Vehicle 214-5 may be preparing to enter the first section 208 of the road. The second section 210 may not be associated with a moving position target control scheme, and vehicle 214-5 must safely merge into the first section 208 and begin following an appropriate moving position target.

[0034] To merge safely, vehicle 214-5 must select an unoccupied position target to follow (for example, position target 218 representing an unoccupied, and therefore available, vehicle position). Once an unoccupied position target is identified, vehicle 214-5 may enter the first section 208 and begin following the selected position target.

[0035] Vehicles 214-5 can determine available vehicle locations in any preferred manner. In some cases, the transport system may include a vehicle presence detector configured to detect the presence or absence of a vehicle on the road. For example, a vehicle presence detector 206 may detect whether a vehicle is present or absent at a location. As shown in the figure, the vehicle presence detector 206 is located upstream of the merging area 212. Therefore, vehicle presence information from the vehicle presence detector 206 can be used to identify available vehicle locations by vehicles attempting to merge in the merging area 212. The vehicle presence detector 206 may be or include any preferred system and / or component capable of detecting the presence or absence of a vehicle at a location on the road. For example, the vehicle presence detector 206 may be or employ optical sensors, cameras, magnetic sensors, ultrasonic sensors, weight-based sensors, etc., for determining whether a vehicle is present or absent at a given location.

[0036] The vehicle presence detector 206 may transmit information regarding the presence or absence of a vehicle at its location directly to nearby vehicles and / or the entire transport system controller. The vehicle presence detector 206 may transmit or provide various types of information. For example, in some cases, the vehicle presence detector 206 transmits simple presence / absence data. In such cases, the vehicle and / or transport system controller can then use the presence / absence data, time, and location from the sensor to determine which location targets are occupied and which are not. The time and location from the sensor may be transmitted by the sensor itself or retrieved by the receiving vehicle or computer system using the sensor's unique identifier (which may be transmitted by the sensor along with the presence / absence data). In some cases, the vehicle presence detector 206 (and / or any associated computer system) may determine whether a location target is occupied or not and transmit the location target's occupation status to the vehicle and / or transport system controller.

[0037] The vehicle presence detector 206 can determine the presence or absence of a vehicle at a given location, but this information alone may not be sufficient to determine whether and how a vehicle such as vehicle 214-5 can merge onto the road. For example, vehicles on directly adjacent position targets may have a gap between them, but there are no valid position targets between them. Therefore, it must be determined whether the gap between the vehicles encompasses or corresponds to a valid position target, thereby constituting an available vehicle position. This determination can be made in various ways. For example, an available vehicle position may be identified in response to the detection of a gap of a certain distance or duration between vehicles (e.g., a gap large enough to encompass a valid and unoccupied position target). As another example, an available vehicle position may be identified in response to the detection that a vehicle is absent from the road for a predetermined period of time. As yet another example, an available vehicle position may be identified in response to the detection that a vehicle is absent when a known position target is passing the vehicle presence detector 206. In the aforementioned examples, the operation of detecting the presence and / or absence of a vehicle may be performed using the vehicle presence detector 206, and the operation of determining whether the absence of a vehicle corresponds to or indicates an available vehicle location may be performed by the vehicle presence detector 206, one or more vehicles, a transport system controller, or any other suitable device or system. Other techniques for determining and / or identifying available vehicle locations are also contemplated.

[0038] If the vehicle presence detector 206 is configured to transmit information about available vehicle locations as well as presence or absence data, the vehicle presence detector 206 may store or otherwise access a function that defines a location target in order to determine whether the location target is occupied or not.

[0039] In some cases, a computer system (e.g., a centralized or distributed transport system controller) may track the location of vehicles along a road and broadcast the location of vehicles on the road and available vehicle locations on the road to one or more vehicles in the system. The computer system may also assign location targets to vehicles entering a road section employing a moving location target control scheme. The computer system may track the location of vehicles by receiving location information from the vehicles themselves using sensors in or along the road (e.g., optical sensors, cameras, magnetic sensors, ultrasonic sensors, weight-based sensors) or by using any other suitable tracking technique.

[0040] In some cases, a vehicle on a road operating under a moving position target control scheme transmits information such as the vehicle's own location, the position target it is following, the location of other nearby vehicles, and the presence or absence of vehicles on adjacent position targets to other vehicles and / or the system controllers of the transport system. In some cases, such information is shared directly between vehicles. For example, referring to Figure 2C, vehicle 214-4 may transmit information to vehicle 214-5 indicating its location and whether it is absent from position target 218.

[0041] Once an available vehicle location is identified, the merging vehicle 214-5 may select a tracking function associated with the available vehicle location from a group of candidate tracking functions. For example, as described herein, an available vehicle location may correspond to a location target, which may be defined by or associated with a unique tracking function that defines the location of the location target over time. Thus, as described herein, the merging vehicle 214-5 may determine a tracking function corresponding to the available vehicle location using information such as the location where the available vehicle location was detected and the time at which it was detected. Once a tracking function is selected (and if it is safe to do so), the merging vehicle 214-5 may merge into the first section 208 of the road at the available vehicle location. Upon merging, the vehicle 214-5 navigates along the road according to the selected tracking function.

[0042] Figure 2D shows vehicle 214-5 as it merges into the first section 208 of road 200 and begins to follow position target 218. As shown in Figure 2D, the operation of merging into the first section 208 may include vehicle 214-5 initiating a closed-loop position control scheme to accelerate vehicle 214-5 to an appropriate merging speed and converge with position target 218. Maneuvering into the first section as part of the merging operation may be performed in a manner similar to maneuvering along other sections of the road. For example, vehicle 214-5 may be able to store a map or other representation of the road (including the first section 208 and the second section 210) and be configured to maneuver along a path that matches the map and the vehicle's position. In another example, vehicle 214-5 may determine a path (including direction of travel, steering angle, speed, acceleration, or other parameters) that guides vehicle 214-5 from its position on the second section 210 to position target 218 and remains within a designated road boundary.

[0043] Vehicle 214-5 may use various techniques to ensure a safe merging maneuver while merging. For example, vehicle 214-5 may determine the location of other vehicles, the distance between itself and other vehicles, the approaching speed and / or direction of other nearby vehicles, etc. Vehicle 214-5 may use such information to accelerate, decelerate, or change direction or position in order to maintain a safe clearance, approaching speed, etc., between itself and other vehicles while merging. Vehicle 214-5 may use on-board sensors (e.g., LIDAR, radar, ultrasonic sensors, optical sensors, cameras, infrared sensors, etc.) to detect or determine such parameters.

[0044] A transport system's road network may require various types of junctions between road sections. For example, a road may include entrance ramps, exit ramps, sections where vehicle speed increases or decreases, and areas where two traffic flows must merge. To facilitate the smooth and efficient operation of the system, control strategies can be defined for various types of junctions on the road. More specifically, the design and operation of the road can be facilitated by predefining how vehicles, and more specifically, the movement position target control strategies, behave at junctions.

[0045] Figures 3A to 3F show several examples of junctions that may be used in a transport system. For example, Figure 3A shows an entrance ramp junction 300 where a second section 304 merges with a first section 302. The first section 302 may be associated with a moving position target control scheme, and the second section 304 may be associated with a control scheme other than the moving position target control scheme (e.g., a platooning scheme). When a vehicle encounters an entrance ramp junction, the vehicle operates according to a predetermined routine. For example, a vehicle on the first section 302 operates according to a moving position target control scheme (indicated by a moving position target 306 moving in direction 308), and a vehicle on the second section 304 transitions to the moving position target control scheme when merging with the first section 302. Since such behavior can be predetermined, under normal operating conditions, each vehicle in the system can expect that other vehicles will operate according to their behavior.

[0046] Figure 3B shows an exit ramp junction 310 where a second section 314 merges outward from a first section 312. The first section 312 may be associated with a moving position target control scheme, and the second section 314 may be associated with a control scheme other than the moving position target control scheme (e.g., a platooning scheme). When a vehicle encounters an exit ramp junction, the vehicle operates according to a predetermined routine. For example, a vehicle on the first section 312 operates according to a moving position target control scheme (indicated by a moving position target 316 moving in direction 318), and a vehicle exiting the first section 312 transitions from the moving position target control scheme to a different vehicle control scheme when it exits the first section 312 and enters the second section 314. In some cases, while in the process of exiting the first section 312, the exiting vehicle may attempt to maintain the same distance between itself and the preceding and following vehicles until the exiting vehicle is completely out of the flow of traffic along the first section 312.

[0047] Figure 3C shows a junction 320 in which the first section 324 is connected to the second section 325, and the vehicle flow from the first section 324 and the second section 325 continues along the third section 322 (moving in direction 327). The first section 324, the second section 325, and the third section 322 can all be associated with a moving position target control scheme. In order to connect the vehicle flow from the first section 324 and the vehicle flow from the second section 325 together without causing stagnation or other unsteady flow conditions, the flow rate of the third section 322 may need to be substantially equal to the combined flow rate of the first section 324 and the second section 325. In other words, the vehicle flow rate of the first section 324 may be half the vehicle flow rate of the third section 322, and the vehicle flow rate of the second section 325 may also be half the vehicle flow rate of the third section 322. In Figure 3C, this condition is demonstrated by the fact that the first section 324 has a position target 326 with sufficient spacing to accommodate the position target 328 of the second section 325. In this manner, the flow of vehicles in the first section and the second section can merge without stagnation or deceleration. Furthermore, the speed of vehicles on the first section 324 and the second section 325 may remain the same even after the flow of vehicles is joined and they are navigating along the third section 322.

[0048] Position targets 326 and 328 may be positioned offset such that position target 326 of the first section 324 accommodates position target 328 of the second section 325 in the existing gap between the position targets 326. Since the vehicle control scheme for all sections of the junction 320 is predetermined, including the positions and speeds of position targets 326, 328, and 329, a continuous and uninterrupted merge of vehicle flow can be maintained (without the need to significantly decelerate or accelerate vehicles to achieve merging).

[0049] Figures 3D to 3F show transition junctions 330, 340, and 350, where two sections with different vehicle control schemes are adjacent. In these junctions, when a vehicle crosses the boundary from one section to the next, the vehicle transitions from one vehicle control scheme to another. For example, Figure 3D shows transition junction 330, in which the first section 332 is associated with a vehicle control scheme other than the moving position target control scheme, and the second section 334 is associated with the moving position target control scheme, as indicated by the position target 336 (moving along the road in direction 338). When a vehicle approaches the boundary 339 between the first section 332 and the second section 334, the vehicle anticipates a transition to the moving position target control scheme. For example, in some cases, when the vehicle is within a threshold distance of the boundary 339, the vehicle determines the position target and associated tracking function that are available and preferred when crossing the boundary 339. When a vehicle crosses a boundary, it begins to operate according to a moving position target control scheme and follows a moving position target defined by a selected tracking function. In some cases, the vehicle will not transition to the moving position target scheme until there are no other vehicles between the vehicle and boundary 339. If such vehicles are present, the vehicle must slow down and / or stop until those vehicles enter the second section. Vehicle presence detectors (as described above) or other techniques may be used to determine which position targets and / or tracking functions are available and to facilitate a safe and efficient transition to the second section 334. The boundary between sections may be or include detectable components such as detectable materials in or along the road (e.g., magnets, metals, optical signals or beacons, signs, etc.).

[0050] Figure 3E shows a transition junction 340, in which a first section 342 is associated with a moving position target control scheme (as indicated by a position target 346 moving along the road in direction 348), and a second section 344 is associated with a vehicle scheme other than the moving position target control scheme (e.g., platooning). When a vehicle approaches the boundary 349 between the first section 342 and the second section 344, the vehicle anticipates a transition from the moving position target control scheme. For example, when the vehicle crosses the boundary 349, the vehicle begins to navigate according to a different control scheme, such as by ceasing to follow the position target of the tracking function and attempting to maintain a following distance or headway behind the preceding vehicle up to the maximum speed limit.

[0051] Figure 3F shows a transition junction 350, in which a first section 352 and a second section 354 are associated with a moving position target control scheme, but each has different vehicle motion parameters (e.g., different speeds). For example, Figure 3F shows a first section 352 having a position target 355 moving in direction 357 at a first speed, and a second section 354 having a position target 356 moving in direction 358 at a second speed different from the first speed (e.g., faster). When the vehicle comes within a threshold distance to the boundary 359, the vehicle determines a position target and associated tracking function that is available and preferred when crossing the boundary 359. Once the vehicle crosses the boundary, the vehicle begins to operate according to the second moving position target control scheme, following the moving position target defined by the selected tracking function. To avoid stagnation, traffic congestion, or other non-steady-state operating conditions, the vehicle control schemes for the first and second sections of the transition junction 350 (and other similar transition junctions) may be configured to have the same vehicle flow rate. In other cases, the vehicle flow rate may change as long as it increases only along the downstream direction (for example, the flow rate only increases as the vehicle travels along the road until the vehicle exits or the road ends).

[0052] As described above, a vehicle may use a tracking function to determine the location of a moving target that it is following. A tracking function can be defined in numerous ways. Figures 4A and 4B show examples of tracking functions and how they define the positional relationships of multiple vehicles on a road. As described above, a vehicle can be assigned to a given tracking function. The assignment of a tracking function to a vehicle can be done by the vehicle itself, a transport system controller, another vehicle, or in any other preferred manner.

[0053] Figure 4A shows a plot of length versus time along a section of road 400. For ease of understanding, the y-axis of plot 400 represents the length position along the road, rather than absolute position (e.g., latitude and longitude coordinates). Thus, the plot shown in Figure 4A can be associated with a tracking function used in conjunction with a road map or other representation to provide steering and acceleration instructions to a vehicle. Other types of tracking functions may also be used, such as tracking functions that correlate absolute position with time.

[0054] Plot 400 shows the first tracking function F t1 , the second tracking function F t2 , and the third tracking function F t3 This demonstrates that the nonlinearity of the tracking function indicates variations in vehicle speed along the represented section of the road. Therefore, the tracking function can define more complex speed profiles than a simple constant-speed profile. This can be particularly useful in complex road conditions involving features such as curves of different radii and / or bank angles, hills, tunnels, merging zones, or other road junctions. In such cases, the constant-speed tracking function may be unsafe and / or inefficient, as the speed in the constant-speed tracking function must be set to the slowest speed required for that road. (For example, if a road curve requires a very slow speed for safety reasons, the constant-speed function cannot exceed that slow speed, even in sections where it is safe to do so).

[0055] A tracking function can be predefined for a road section, such that each vehicle on that section follows a separate tracking function. In this configuration, the tracking function defines and predetermines the gap between vehicles, thus helping to avoid collisions or other interactions between vehicles. For example, at time t1, the vehicle tracking function F t1 It is located at length position L1, and the vehicle tracking function F t2 It is located at length position L2, and the vehicle tracking function F t3 The position is at length position L3. By using the tracking function as an input to a position controller (e.g., a closed-loop position controller) or as a setpoint for the position controller, the vehicle can maintain its position at the position indicated by its assigned tracking function.

[0056] As described above, the tracking function may not maintain a fixed distance between adjacent vehicles. Rather, the tracking function may maintain a fixed time between adjacent vehicles. In other words, vehicles may remain, for example, 2 seconds apart from each other, regardless of their speed. Under such conditions, the distance between vehicles increases as speed increases. Defining the gap between vehicles using a fixed (or at least predetermined) time interval rather than a distance interval contributes to the overall efficiency of the system. More specifically, fixed distance-based intervals require selecting the largest safe gap size required along the road, ultimately resulting in unnecessarily large gaps between vehicles in low-speed sections of the road. As described herein, for safety reasons, the time interval between vehicles may be maintained above a threshold or a specified minimum.

[0057] Figure 4B illustrates how the time intervals between adjacent tracking functions can remain constant while the distance between vehicles may vary. For example, the equal length or size of representative time intervals 402, 404, 406, 408, and 410 demonstrates that the time intervals between tracking functions can be fixed or constant over the length of the road (or at least the section of the road). The differing sizes of distance intervals D1 and D2 (at times t1 and t2, respectively) indicate that the distance between adjacent vehicles may change as the vehicles travel along the road. In other words, when two vehicles travel along a road according to two tracking functions, the two tracking functions can define a variable distance between the two vehicles.

[0058] In some cases, road tracking functions may be modified or adjusted in real time. This may occur, for example, when there are changes in weather conditions, road conditions, traffic conditions, etc. For instance, a vehicle interval that is safe under dry weather conditions may not be sufficient under rainy conditions. Therefore, in a transport system, vehicles may need to modify their tracking functions in response to detecting conditions (or changes in conditions) that affect the transport system, such as weather conditions, changes in road conditions, or the presence of debris, people, or other objects on the road. In some cases, multiple sets of tracking functions may be predefined, and vehicles may be instructed (e.g., by a transport system controller) to change from one set to another depending on the detected conditions. In other cases, vehicles may be instructed (e.g., by a transport system controller) to modify their existing tracking functions to increase or decrease the vehicle interval (e.g., by changing the value of a constant in the tracking function). Other techniques for modifying road-related tracking functions are also possible.

[0059] In some cases, a transport system has a specified minimum time interval between two vehicles. For example, the minimum time interval between two vehicles may be about 1 second, about 2 seconds, about 5 seconds, or any other suitable value. The specified minimum time interval may be defined at least in part on the characteristics of the transport system components, including but not limited to the braking performance of the vehicles, the available traction of the vehicles, and the design of the road (e.g., the radius of curvature and the road gradient). The specified minimum time interval may extend throughout the entire system. In some cases, local and / or temporary minimum time intervals may be specified instead of, or in addition to, a specified minimum time interval for the entire system. For example, certain sections of a road may have different minimum time intervals (e.g., different sections of a road may have different weather or road surface conditions, different road layouts, etc., and therefore may have different minimum time intervals). In another example, certain circumstances may give the entire system different minimum time intervals (e.g., a weather event throughout the entire system may require a larger specified minimum time interval for safety or other reasons).

[0060] Changes to the tracking function may be configured to be made at road junctions (for example, when a vehicle crosses a certain boundary between road sections) so that vehicles can adapt to the new tracking function in an orderly (e.g., sequential) manner without causing traffic congestion, collisions, or other problems.

[0061] To ensure that all vehicles on the road accurately track their position targets, all vehicles must operate using synchronized clock systems. For example, if the clocks of two vehicles do not have the same time, those vehicles may not be in the correct position relative to their tracking function. Therefore, each vehicle may have a clock synchronized with the clocks of other vehicles and / or a reference clock (which may be associated with a transport system controller, central server, publicly accessible clock service, etc.).

[0062] Figure 5 shows a road section 500 illustrating how the physical distance between vehicles can vary while the time interval between them remains constant. For example, the distance 502 between target position 508 and target position 510 may represent a 2-second time interval due to the speed at those locations along the straight section of the road at target position 508 and target position 510. As a target position approaches and enters a bend in the road, it may decelerate to maintain occupant comfort and / or vehicle safety while turning. As the speed of the vehicles decreases, the physical distance between them may also decrease while maintaining a constant time interval. Thus, for example, the distance 504 between target position 512 and target position 514 may represent the same 2-second time interval even if the distance 504 is shorter than the distance 502. Similarly, the distance 506 between target position 516 and target position 518 may represent the same 2-second time interval even if the distance 506 is shorter than the distances 502 and 504. As vehicles round a corner and begin to accelerate, the physical distance between target locations may increase again, maintaining a constant time interval between them. As mentioned earlier, since the physical distance can be adjusted more precisely to the speed at which the vehicles are traveling, maintaining a constant time interval allows for a denser formation of vehicles along the road compared to maintaining a constant physical distance.

[0063] While a moving position target vehicle control system may be used along certain sections of a road, it may not be suitable for all sections. For example, some sections may require the ability to handle non-steady-state traffic flow. Examples include entrance ramps where vehicles may need to wait for available vehicle positions, and boarding areas where vehicle flow may be unpredictable and / or driven at the user's request. For these or other reasons, some sections of a road may be configured to operate according to other vehicle control systems, such as platooning.

[0064] In some cases, the same section of road may transition between vehicle control schemes in response to the detection or fulfillment of certain conditions. For example, in response to the detection of certain road conditions (e.g., wet or slippery conditions, debris on the road, unexpected vehicles or other traffic on the road), a section of road may transition from a moving-position target control scheme to a platooning scheme. When such conditions occur, the transport system may change the vehicle control scheme for one or more sections (e.g., transition from a moving-position target control scheme to a platooning scheme).

[0065] Figures 6A to 6C illustrate the operation of one example of a platooning scheme that may be used for road division. The platooning schemes in these figures represent techniques in which vehicles self-organize to form a platoon (for example, a group of vehicles moving together, within which following vehicles react to the actions of preceding vehicles). In one example, self-organization to form a platoon is achieved by establishing a rule that the smaller platoon of vehicles moves faster than the larger platoon. In this way, the smaller platoon (including a platoon of one vehicle) always tends to reduce the separation distance from the larger platoon which is further away along the road, and catches up to the larger platoon if the road is long enough. Furthermore, by grouping into the larger platoon, more and larger gaps tend to be formed along the road, making it possible to increase the opportunities for other vehicles to merge into the flow of traffic.

[0066] Figure 6A shows a road section 600 having three convoys: a first convoy 602 with one vehicle, a second convoy 604 with three vehicles, and a third convoy 606 with five vehicles. Figure 6A shows the convoys at time t0. As described above, the smaller convoys may be moving faster than the larger convoys so that the smaller convoys can catch up with and join the larger convoys. Thus, the first, second, and third convoys may be moving at speeds (e.g., velocity) V1, V2, and V3, respectively, where V1 is greater than V2 and V2 is greater than V3.

[0067] FIG. 6B shows the road segment 600 at time t1, which shows how the first queue 602 catches up with and connects to the second queue 604 according to the relative speed of the queues. When connecting, the first queue 602 changes its speed to match the speed of the second queue 604 (e.g., V2). FIG. 6B also shows that due to the large speed V2, the second queue 604 has reduced the distance to the third queue 606. FIG. 6C shows the road segment 600 at t2, which shows how the second queue 604 catches up with and connects to the third queue 606. When the second queue 604 connects, all vehicles proceed according to the speed V3 of the third queue 606.

[0068] In one example, the speed of a queue having n vehicles can be defined by the equation

Equation

[0069] The above equation can only be applied to vehicles with a given number of vehicles in a convoy, and larger convoys proceed at different speeds (which may be set to specific values ​​or defined by different equations or a set of considerations). In some cases, the above equation applies to convoys with five or fewer vehicles, and convoys with six or more vehicles proceed at a specified minimum convoy speed. However, since vehicles in a convoy must retain the ability to reduce their speed somewhat during normal operation to accommodate changes in the speed of the lead vehicle that may occur during normal operation, the minimum convoy speed is v min It can be larger than that. For example, a vehicle under normal driving conditions will have a v min It can be configured to maintain a speed exceeding v. However, if the formation is v min If a vehicle is traveling and the lead vehicle happens to slow down (for example, due to an obstacle on the road or some other reason), the following vehicle will (already v min (The process is underway, and further deceleration is limited by the program, so it may not be possible to decelerate any further.) Minimum formation speed is v min Setting it higher allows vehicles to slow down when in a convoy, meeting the specified minimum vehicle speed v min This problem is mitigated because it can be guaranteed that it will not be restricted in an unsafe manner.

[0070] Platooning systems may also specify or define a maximum platoon size. For example, a platoon may be limited to a maximum of 10 vehicles, 6 vehicles, 5 vehicles, or any other suitable size. In some cases, the maximum platoon size may vary based on circumstances and / or the environment. For example, different sections of road may have different maximum platoon sizes. Another example is when changes in weather conditions cause the transport system to change the maximum platoon size. If the platoon size is greater than the maximum platoon size, the platoon may be split into multiple platoons, each less than or equal to the maximum platoon size. Vehicles may communicate with each other to decide which vehicles should split into different platoons. Alternatively or additionally, a system controller may send instructions to vehicles indicating which vehicles should split into different platoons. If the smaller (and therefore faster) platoon catches up to the larger platoon, which is already the maximum platoon size, the smaller platoon may slow down to the speed of the preceding platoon (and maintain a certain separation distance between the smaller and larger platoons).

[0071] A platooning system may also define target intervals between platoons (referred to as target platoon intervals) and target intervals between vehicles within a platoon (referred to as target vehicle intervals), which can be used as minimum intervals. Target vehicle intervals between vehicles within a platoon may be defined as distance intervals (e.g., 3.048 m (10 feet), 9.144 m (30 feet), or any other preferred value) or time intervals (e.g., 1 second, 2 seconds, 3 seconds, or any other preferred value). Using time intervals may help maximize the number of vehicles that can safely navigate the road at one time. Target platoon intervals may be defined as a certain multiple of the target interval between vehicles within a platoon. For example, the target platoon interval between platoons may be approximately 1.5 times the target vehicle interval, 1.8 times the target vehicle interval, 2.0 times the target vehicle interval, 3.0 times the target vehicle interval, or any other preferred value.

[0072] As described above, vehicles operating in a platooning configuration can communicate with each other to determine whether to join an existing platoon or form a new one. For example, each vehicle may be configured to communicate with the vehicle directly ahead on the road. Vehicles may include wireless vehicle-to-vehicle communication systems that facilitate communication, such as optical communication systems or wireless-based communication systems. Vehicle-to-vehicle communication may be direct communication from one vehicle to another, or messages may be relayed through one or more other servers, computers, controllers, communication systems, or providers.

[0073] Each vehicle may be configured to request information from the next vehicle regarding the number of vehicles ahead, and the queried vehicle may be configured to respond to such requests. For example, a following vehicle immediately behind a preceding vehicle may query the preceding vehicle for the number of vehicles ahead of it that are a certain time interval (e.g., a target vehicle interval) from the next vehicle. If the preceding vehicle reports a number greater than the maximum convoy size, the following vehicle slows down to increase its distance to the preceding vehicle. In some cases, the following vehicle slows down until it reaches the target convoy interval, and then attempts to maintain that interval until the number of vehicles in the convoy ahead changes.

[0074] If a following vehicle receives more than the maximum convoy size from a preceding vehicle, the following vehicle may immediately begin responding to similar inquiries from further following vehicles by reporting a number zero (indicating that there are no vehicles immediately ahead and it is effectively at the front of the convoy). This can happen immediately after the following vehicle detects that it should start a new convoy, even if it has not yet physically increased the separation distance to the convoy gap. If a following vehicle does not report a number zero immediately after determining that it is at the front of a new convoy, further following vehicles may each attempt to slow down substantially simultaneously (each determining that there are too many vehicles immediately ahead), which could, in some cases, create unnecessary deceleration or gaps in the system.

[0075] In some cases, instead of sending an inquiry to the vehicle ahead (or in addition to it), an inquiry can be sent to a following or trailing vehicle. For example, instead of a trailing vehicle inquiring from the preceding vehicle about the number of vehicles ahead (or in addition to it), the preceding vehicle may inquire from the trailing vehicle about the number of vehicles behind it that are a certain time interval (e.g., target vehicle interval). Upon receiving one or more responses from the trailing vehicles, the leading vehicle may adjust its speed accordingly. For example, if the preceding vehicle receives a response indicating that the number of vehicles exceeds the maximum convoy size, the leading vehicle may adjust its speed (e.g., increase its speed) so that the leading vehicle (and optionally some following vehicles) can form a new convoy.

[0076] Such communication can also be used to facilitate the determination of the speed at which a preceding vehicle travels along the road. For example, as mentioned above, a convoy may travel at different speeds based on the number of vehicles in the convoy. In such cases, the preceding vehicle may adjust its speed based on its response to an inquiry regarding the number of following vehicles. For example, if the number of following vehicles is less than the maximum convoy size, the preceding vehicle may travel at a speed faster than the minimum convoy speed, and if the number of following vehicles is the maximum convoy size, the preceding vehicle may travel at the minimum convoy speed. The preceding vehicle may respond to changes in the number of following vehicles by accelerating or decelerating its speed according to an equation that relates convoy size to convoy speed (as described above).

[0077] The vehicle control schemes described herein may be used in conjunction with or by a transport system in which a number of vehicles can operate autonomously to transport passengers and / or cargo along a road. For example, a transport system or transport service may provide a group of vehicles operating along a road. Vehicles within such a transport system may be configured to operate autonomously according to one or more vehicle schemes described herein (e.g., platooning scheme, moving position target scheme, etc.). The term “autonomous,” as used herein, may mean a mode or scheme in which a vehicle can operate without continuous manual control by a human operator. For example, an unmanned vehicle may navigate along a road using a system of automatic drive and steering systems that control the vehicle’s speed and direction. In some cases, a vehicle may not require control of steering, speed, or direction by an occupant and may eliminate controls such as accelerator and brake pedals, steering wheel, and other manual controls accessible to an occupant. In some cases, a vehicle may include manual drive controls that can be used for maintenance, emergency override, etc. Such controls may be hidden, stored, or otherwise inaccessible to the user during normal vehicle operation. For example, these could be designed to be accessible only to trained operators, maintenance personnel, and others.

[0078] Autonomous operation does not necessarily exclude all human or manual operation of a vehicle or entire transport system. For example, a human operator may intervene in the operation of a vehicle for safety, convenience, testing, or other purposes. Such intervention may be local to the vehicle, such as when a human driver controls the vehicle, or remote, such as when an operator sends commands to the vehicle via a remote control system. Similarly, some aspects of a vehicle may be controlled by the vehicle's occupants. For example, the occupants may select a target destination, route, speed, or control the operation of doors and / or windows. Thus, it should be understood that the terms “autonomous” and “autonomous operation” do not necessarily exclude all human intervention or operation of individual vehicles or entire transport systems.

[0079] Vehicles within a transport system may include various sensors, cameras, communication systems, processors, and / or other components or systems that facilitate autonomous operation. For example, a vehicle may include a sensor array that detects magnets or other markers embedded in the road, which help the vehicle determine its location, position, and / or direction on the road. Vehicles may also include wireless vehicle-to-vehicle communication systems, such as optical communication systems, which enable vehicles to communicate with each other operational parameters such as the vehicle's braking state, the number of vehicles ahead in the platoon, acceleration status, the vehicle's next operation (e.g., right turn, left turn, planned stop), and the number or type of cargo the vehicle is carrying (e.g., people or cargo). Vehicles may also include wireless communication systems that facilitate communication with a transport system controller that has administrative commands and control authority over the transport system.

[0080] Vehicles within a transport system can be designed to enhance the operation and convenience of the transport system. For example, the primary objective of a transport system may be to provide comfortable, convenient, fast, and efficient personal transport. To provide personal comfort, vehicles may be designed to allow easy entry and exit for occupants and may have a comfortable seating arrangement with ample legroom and headroom. Vehicles may also have advanced suspension systems that provide a comfortable ride and dynamically adjustable parameters, helping to position the vehicle at a convenient height and keep it level, and ensuring a comfortable ride across the entire range of varying load weights.

[0081] Conventional personal vehicles are primarily designed to operate in only one direction. This is partly due to the fact that the driver is facing forward, and driving long distances in reverse is generally unsafe or unnecessary. However, in autonomous vehicles where a human does not directly control the vehicle's movement in real time, the ability of the vehicle to operate in both directions can be advantageous. For example, the vehicles in the transport systems described herein may be substantially symmetrical, and as a result, the vehicle has no clearly defined front or rear, either visually or mechanically. Furthermore, the wheels can be controlled sufficiently independently so that the vehicle operates substantially the same way regardless of which end of the vehicle is facing the direction of travel. This symmetrical design offers several advantages. For example, the vehicle may be able to operate in narrower spaces, as it may not be necessary to perform a U-turn or other maneuver to turn the vehicle so that it is facing "forward" before starting a journey.

[0082] Figures 7A and 7B are perspective views of an example of a four-wheeled road vehicle 700 (hereinafter simply referred to as the “vehicle”) that may be used in the transport system described herein. Figures 7A and 7B illustrate the symmetry and bidirectional nature of the vehicle 700. Specifically, the vehicle 700 defines a first end 702 shown at the front of Figure 7A and a second end 704 shown at the front of Figure 7B. In some examples, as illustrated, the first end 702 and the second end 704 are substantially identical. Furthermore, the vehicle 700 may be configured to be driven with either end facing the direction of travel. For example, when the vehicle 700 is traveling in the direction indicated by arrow 714, the first end 702 is the front end of the vehicle 700, and when the vehicle 700 is traveling in the direction indicated by arrow 712, the second end 704 is the front end of the vehicle 700.

[0083] The vehicle 700 may also include wheels 706 (e.g., wheels 706-1 to 706-4). The wheels 706 may be paired depending on their proximity to the ends of the vehicle. Thus, wheels 706-1 and 706-3 are located close to the first end 702 of the vehicle and may be called the first pair of wheels 706, while wheels 706-2 and 706-4 are located close to the second end 704 of the vehicle and may be called the second pair of wheels 706. Each pair of wheels may be driven by at least one motor (e.g., an electric motor which may be part of the vehicle's drive system or a drive system), and each pair of wheels may be capable of steering the vehicle. Since each pair of wheels is capable of rotating to steer the vehicle, the vehicle may have similar driving and handling characteristics regardless of the direction of travel. In some cases, the vehicle may operate in a two-wheel steering mode in which only one pair of wheels steers the vehicle 700 at a given time. In such cases, a change in direction of travel may result in a change in the specific pair of wheels that steer the vehicle 700. In other cases, the vehicle may operate in a four-wheel steering mode in which the wheels work in coordination to steer the vehicle. In four-wheel steering mode, the pair of wheels may rotate in either the same direction or in opposite directions, depending on the steering operation being performed and / or the speed of the vehicle.

[0084] The vehicle 700 may also include doors 708, 710 that open to allow occupants and other cargo (e.g., luggage, baggage, cargo) to be placed inside the vehicle 700. The doors 708, 710, described in more detail herein, may extend over the top of the vehicle so that each of these doors defines two opposing side sections. For example, each door defines a side section on a first side of the vehicle and another side section on a second opposing side of the vehicle. Each door also defines a roof section that extends between the side sections and defines part of the roof (or top surface) of the vehicle. In some cases, the doors 708, 710 may have a cross-section resembling an inverted "U" shape and may be called canopy doors. The side sections and roof sections of the door may be formed as rigid structural units so that all components of the door (e.g., the side sections and roof sections) move in coordination with each other. In some cases, doors 708, 710 include a one-piece shell or door chassis formed from a monolithic structure. The one-piece shell or door chassis may be formed from a composite sheet or structure, for example, glass fiber, carbon composite, and / or other lightweight composite materials.

[0085] Vehicle 700 may also include a vehicle controller that controls the operation of the vehicle 700 and the vehicle's systems and / or subsystems. For example, the vehicle controller controls the vehicle's drive system (e.g., motor, motor controller, gearbox, transmission, etc.), steering system, suspension system, doors, etc., to facilitate the operation of the vehicle, including navigating the vehicle along a road according to one or more vehicle control schemes. The vehicle controller may also be configured to communicate with other vehicles, transport system controllers, vehicle presence detectors, or other components of the transport system. For example, the vehicle controller may be configured to receive information from other vehicles, such as their position, speed, approaching speed or change in direction, etc., within a platoon. The vehicle controller may also be configured to receive information from vehicle presence detectors, such as available vehicle positions. The vehicle controller may include a computer, processor, memory, circuitry, or any other suitable hardware components that can interconnect with other systems of the vehicle to facilitate the operations described herein and other vehicle operations.

[0086] Figures 8A and 8B are side and perspective views of vehicle 700 with doors 708 and 710 open. Since doors 708 and 710 each define two opposing side and roof sections, when doors 708 and 710 are opened, an uninterrupted interior space 802 may be revealed. In the examples shown in Figures 8A and 8B, when doors 708 and 710 are opened, an open section may be defined between doors 708 and 710, extending from one side of vehicle 700 to the other. This may allow occupants on both sides of vehicle 700 to enter and exit the vehicle 700 without obstruction. Because there is no overhead structure when doors 708 and 710 are open, occupants may be able to walk across vehicle 700 without restrictions on overhead clearance.

[0087] The vehicle 700 may also include seats 804 positioned at both ends of the vehicle 700 and facing each other. As shown in the illustration, the vehicle includes two seats 804, but other numbers of seats and other seating arrangements are also possible (e.g., 0 seats, 1 seat, 3 seats, etc.). In some cases, the seats 804 may be removed, folded, or stored away so that wheelchairs, strollers, bicycles, or luggage can be placed in the vehicle 700 more easily.

[0088] Vehicles such as Vehicle 700 for use in the transport systems described herein may be designed with consideration for safe and comfortable operation as well as ease of manufacture and maintenance. To achieve these advantages, the vehicle may be designed to have a frame structure that is positioned low relative to the ground and includes many of the vehicle's structural and operational components (e.g., motor, suspension, battery, etc.). The body structure may be attached to or fixed to the frame structure. Figure 9 shows a partially exploded view of a vehicle that may be an embodiment of Vehicle 700, illustrating one example of the configuration of the frame structure and body structure. As will be discussed later, combining the frame structure with a relatively lightweight body structure at a low position results in a vehicle with a very low center of gravity, thereby improving the vehicle's safety and handling. For example, a low center of gravity reduces the risk of the vehicle overturning when encountering inclined roads, wind loads, or sharp turns, and reduces lateral sway of the vehicle body while turning or during other operations. Furthermore, manufacturing and repair can be simplified by placing many of the vehicle's operating components, such as the motor, battery, vehicle controller, and sensors (e.g., sensors that detect magnets or other markers attached to the road), on a frame structure (e.g., frame structure 904 in Figure 9).

[0089] Figure 9 is an exploded view of a vehicle 900, which may be one embodiment of vehicle 700. Details of vehicle 700 may be similarly applicable to vehicle 900 and are therefore not repeated here. Vehicle 900 may include a body structure 902 which may include doors (e.g., the aforementioned doors 708, 710) and other body components, and a frame structure 904 to which the body structure 902 is attached.

[0090] The frame structure 904 may include the vehicle's drive components, suspension components, and steering components. For example, the frame structure 904 may include a wheel suspension system (represented as point 912 in Figure 9, which may define or include wheel mounts, axles, or hubs), a steering system, drive motors, and optionally a motor controller. Wheels may be attached to the wheel suspension system via wheel mounts, axles, hubs, etc. The drive motors may include one or more drive motors that drive the wheels independently or in coordination with each other. The drive motors may receive power from a power source (e.g., a battery) attached to the frame structure 904. A motor controller for the drive motors may also be attached to the frame structure 904.

[0091] The suspension system can be any suitable type of suspension system. In some cases, the suspension system includes independent suspension systems for each wheel. For example, the suspension system may be a double wishbone torsion bar suspension system. The suspension system may also be dynamically adjustable to control ride height, suspension preload, damping, or other suspension parameters while the vehicle is stationary or moving. Other suspension systems such as swing axle suspension, sliding pillar suspension, and MacPherson strut suspension are also conceivable. Furthermore, spring and damping functions may be provided by any suitable components or systems such as coil springs, leaf springs, air springs, hydropneumatic springs, and magnetorheological shock absorbers. The suspension system may be configured to operate in conjunction with the undulations of the road surface (e.g., a road as described above) to maintain a desirable experience for the occupants.

[0092] The frame structure 904 may also include a steering system that enables the wheels to rotate in order to steer the vehicle. In some cases, the wheels may be independently steerable or may be linked (e.g., via a steering rack) so that they always face substantially the same direction during the normal operation of the vehicle. Furthermore, this makes it possible for the vehicle to use a four-wheel steering system and to alternate between a two-wheel steering system and a four-wheel steering system.

[0093] The frame structure 904 may include components such as a battery, a motor, and a mechanism for opening and closing the vehicle doors, as well as a control system (including a computer or other processing unit).

[0094] Figure 9 shows an example of the configuration of a vehicle and frame structure. However, other configurations are possible. Also, the frame structure and body structure shown in Figure 9 are intended as schematic representations of these components, and these components may include other structures omitted from Figure 9 for clarity. Additional structural connections and integrations may be made between the body structure and the frame structure beyond those explicitly shown in Figure 9. For example, components of a door mechanism that opens and closes the doors of the body structure may be joined to both the door and the frame structure.

[0095] In the foregoing description, certain technical terms have been used for illustrative purposes to provide a complete understanding of the described embodiments. However, it will be apparent to those skilled in the art that certain details are not required to carry out the described embodiments. Therefore, the foregoing description of the specific embodiments described herein is presented for illustrative and explanatory purposes only. They are not intended to be exhaustive, nor to limit the embodiments to the exact form disclosed. It will be apparent to those skilled in the art that many modifications and variations are possible considering the above teachings. For example, while the methods or processes disclosed herein have been described and shown with reference to certain actions performed in a specific order, these actions can be combined, subdivided, or rearranged to form equivalent methods or processes without departing from the teachings of this disclosure. Furthermore, structures, features, components, materials, steps, processes, etc., described herein with respect to one embodiment may be omitted from that embodiment or incorporated into other embodiments. Furthermore, while the term “road” is used herein to refer to a structure supporting a moving vehicle, the roads described herein do not necessarily conform to any definitions, standards, or requirements that may be used in laws, regulations, transport rules, etc., related to the term “road.” Therefore, the roads described herein do not necessarily have to offer the same characteristics and / or structure as conventional “roads” (and in fact may not). Naturally, the roads described herein may comply with all applicable laws, safety regulations, or other regulations for the safety of occupants, persons nearby, operators, builders, maintenance personnel, etc.

Claims

1. A method for navigating multiple vehicles along a road, In vehicles, A step of navigating along a first section of road, in which a vehicle travels according to a first vehicle control scheme configured to autonomously form a group of multiple vehicles, The process includes a step of transitioning from navigating according to the first vehicle control method to navigating according to the second vehicle control method in response to crossing a boundary between a first section of the road and a second section of the road, on which the vehicle travels according to a second vehicle control method configured to follow each of the vehicle's moving position targets, The step of transitioning from navigating according to the first vehicle control method to navigating according to the second vehicle control method is: The steps include selecting a tracking function from among several candidate tracking functions that is associated with the time when the vehicle enters the second section of the road, The steps include: In response to crossing the boundary, causing the vehicle to follow a moving position target defined by the selected tracking function; Methods that include...

2. The method according to claim 1, wherein the first vehicle control method is a platooning vehicle control method configured to change the speed of a vehicle in response to the vehicle detecting a change in the speed of a downstream vehicle.

3. The aforementioned candidates for the multiple tracking functions are stored in the vehicle. The method according to claim 1, wherein the operation of selecting the tracking function is performed by the vehicle controller of the vehicle.

4. The method according to claim 1, wherein the operation of selecting the tracking function is performed by a transport system controller.

5. The method according to claim 4, wherein the transport system controller transmits the tracking function to the vehicle.

6. The aforementioned vehicle is the first vehicle, The aforementioned method, A step of determining whether a second vehicle is located between the first vehicle and the boundary, Based on the determination that a second vehicle is located between the first vehicle and the boundary, the first vehicle is stopped in front of the boundary until the second vehicle enters the second section of the road. The method according to claim 1, further comprising:

7. A transportation system comprising multiple vehicles configured to autonomously navigate along a road, The vehicle is The vehicle is configured to navigate along a first section of road, according to a first vehicle control scheme configured to autonomously form a group of multiple vehicles, In response to crossing the boundary between the first section of the road and a second section of the road, on which the vehicle travels according to a second vehicle control system configured to follow each of the vehicle's target positions, the system is configured to transition from navigating according to the first vehicle control system to navigating according to the second vehicle control system. Transitioning from navigating according to the first vehicle control method to navigating according to the second vehicle control method is, From among several candidate tracking functions, select a tracking function associated with the time when the vehicle enters the second section of the road, In response to crossing the boundary, the vehicle follows a moving position target defined by the selected tracking function. A transportation system, including

8. The transport system according to claim 7, wherein the first vehicle control method is a platooning vehicle control method configured to change the speed of a vehicle in response to the vehicle detecting a change in the speed of a downstream vehicle.

9. The aforementioned vehicle is A drive system configured to move the vehicle forward, A control system configured to operate the aforementioned vehicle, A vehicle position controller configured to control the steering system and the drive system and maintain the vehicle at a moving position target defined by the selected tracking function. The transport system according to claim 7, comprising the above.

10. The aforementioned candidates for the multiple tracking functions are stored in the vehicle. The transport system according to claim 7, wherein the operation of selecting the tracking function is performed by the vehicle controller of the vehicle.

11. The operation to select the aforementioned tracking function is performed by the transport system controller. The transportation system according to claim 7, wherein the transportation system controller transmits the tracking function to the vehicle.

12. The transport system according to claim 7, further comprising a detectable component located at the boundary and detectable by the vehicle.

13. The transport system according to claim 12, wherein the vehicle, in response to detecting the detectable component, starts navigating according to the second vehicle control method.

14. A method for navigating multiple vehicles along a road, In a transportation system controller, A step of detecting that a vehicle is approaching the boundary between a first section of road on which a vehicle is traveling according to a first vehicle control scheme configured to autonomously form a group of multiple vehicles, and a second section of road on which a vehicle is traveling according to a second vehicle control scheme configured to follow each moving position target, wherein the second vehicle control scheme corresponds to the vehicle control scheme of the moving position target; In response to detecting that the vehicle is approaching the boundary, the step of selecting a tracking function from a plurality of candidate tracking functions that is associated with the time when the vehicle enters the second section of the road, The steps of transmitting the tracking function to the vehicle, wherein the vehicle is configured to follow a moving position target defined by the selected tracking function when the vehicle enters the second section of the road. Methods that include...

15. In the aforementioned vehicle, The steps include receiving the aforementioned tracking function, A step of detecting that the vehicle has entered the second section of the road, In response to detecting that the vehicle has entered the second section of the road, the vehicle begins to follow the moving position target defined by the selected tracking function. The method according to claim 14, further comprising:

16. The method according to claim 14, wherein the first vehicle control method is a platooning vehicle control method configured to change the speed of a vehicle in response to the vehicle detecting a change in the speed of a downstream vehicle.

17. In the aforementioned transport system controller, The steps include selecting a modified tracking function for the vehicle in response to a change in at least one of weather conditions, road conditions, and traffic conditions, The steps include transmitting the modified tracking function to the vehicle, In the vehicle, in response to receiving the modified tracking function, the vehicle transitions from following the moving position target defined by the selected tracking function to following a new moving position target defined by the modified tracking function. The method according to claim 14, further comprising:

18. The method according to claim 17, wherein the vehicle detects a change in at least one of the weather conditions, road conditions, and traffic conditions, and transmits information regarding the detected change to the transport system controller.

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