Methods, computer programs, and driver assistance systems

Abstract

The computer-implemented method includes detecting a traffic event external to the first vehicle by a driving assistance system currently controlling movement of the first vehicle; and, in response to detecting the traffic event, providing, by the driving assistance system, a confirmation to an occupant within the first vehicle that the driving assistance system will address the traffic event, where the confirmation has physical feedback perceptible to the occupant.

Description

TECHNICAL FIELD

[0001] This application claims the priority of U.S. Patent Application No. 17 / 248,977, filed on February 16, 2021, entitled "PHYSICAL FEEDBACK CONFIRMATION FROM ASSISTED-DRIVING SYSTEM ABOUT TRAFFIC EVENT", the entire disclosure of which is hereby incorporated into the present specification by reference.

[0002] This document relates to physical feedback confirmation from a driver assistance system.

BACKGROUND ART

[0003] Some vehicles manufactured today are equipped with one or more types of systems that can at least partially handle operations related to vehicle driving. The level of driving autonomy provided can vary to a significant extent between such systems. Some existing systems provide audio or visual communication regarding the operation of the system and / or the occurrence of events detected thereby. However, such approaches may be associated with one or more drawbacks. For example, sounds such as alarms may be ambiguous; verbal announcements may take too long to play, and a person may require additional time to process the message; presented visual cues (e.g., on a screen) may be difficult to perceive and may go unnoticed.

SUMMARY OF THE INVENTION

[0004] In a first aspect, a computer-implemented method comprises the steps of: detecting, by a driver assistance system that is currently controlling movement of a first vehicle, a traffic event outside the first vehicle; and in response to detecting the traffic event by the driver assistance system, providing confirmation to an occupant in the first vehicle that the driver assistance system will address the traffic event, wherein the confirmation comprises physical feedback perceivable by the occupant.

[0005] The implementation can include any or all of the following features: The computer implementation method further comprises a step in which the driver assistance system performs an action triggered by the detection of the traffic event, the action performed after the confirmation; the action has at least one of applying the brakes to the first vehicle or changing the steering angle of the first vehicle; the physical feedback includes a first braking action for the first vehicle; the driver assistance system does not plan any subsequent action in response to the detection of the traffic event; the driver assistance system plans a second braking action in response to the detection of the traffic event, the first braking action precedes the second braking action; the second braking action is set for the driver assistance system to address the traffic event without the first braking action being performed, and the first braking action is stronger than the second braking action; the first speed of the first vehicle in response to the first braking action is ultimately equal to the second speed of the first vehicle in response to the second braking action. After the first and second speeds become equal, the first speed subsequently becomes greater than the second speed. After the first speed becomes greater than the second speed, the first and second speeds eventually become equal again. The physical feedback includes a first steering angle change for the first vehicle. The physical feedback further includes a second steering angle change that occurs immediately after the first steering angle change, the second steering angle change being substantially opposite to the first steering angle change. The driver assistance system plans the second steering angle change in response to detecting the traffic event, the first steering angle change being earlier in sequence and greater than the second steering angle change. The first lateral offset corresponding to the first steering angle change eventually equals the second lateral offset corresponding to the second steering angle change. The physical feedback includes increasing the tension of the seat belt for the occupant.The physical feedback includes moving the seat for the passenger in the first vehicle. The traffic event includes an object being located in the path of the first vehicle, or a second vehicle entering the path of the first vehicle.

[0006] In a second embodiment, the computer program product is tangibly embodied in a non-temporary storage medium, and the computer program product comprises instructions that, when executed, cause a processor to perform an operation, the operation comprising: a procedure for a driver assistance system currently controlling the movement of a first vehicle to detect a traffic event outside the first vehicle; and a procedure for the driver assistance system to confirm to an occupant in the first vehicle that, in response to the detection of the traffic event, the driver assistance system will address the traffic event, wherein the confirmation includes physical feedback that can be recognized by the occupant.

[0007] In a third embodiment, a driver assistance system for a vehicle comprises: first means for detecting an external traffic event while the driver assistance system is controlling the movement of the vehicle; and second means for confirming to an occupant in the vehicle that the driver assistance system is addressing the traffic event in response to the detection of the traffic event by the first means, wherein the confirmation includes physical feedback that can be recognized by the occupant.

[0008] The implementation may include one or all of the following characteristics: The first means includes at least one of a radar, lidar, camera, or ultrasonic sensor, and the second means includes at least one of the vehicle's steering system, the vehicle's braking system, the vehicle's seat belt tensioner, or the vehicle's seat motor. [Brief explanation of the drawing]

[0009] [Figure 1A]This example illustrates how a driver assistance system can address detected traffic events related to a vehicle ahead of the vehicle. [Figure 1B] This example illustrates how a driver assistance system can address detected traffic events related to a vehicle ahead of the vehicle. [Figure 1C] This example illustrates how a driver assistance system can address detected traffic events related to a vehicle ahead of the vehicle.

[0010] [Figure 2] Figures 1A-1C show a table illustrating an example of velocity related to the example shown.

[0011] [Figure 3A] This provides an example related to ensuring that the driver assistance system addresses detected traffic events related to objects in front of the vehicle. [Figure 3B] This provides an example related to ensuring that the driver assistance system addresses detected traffic events related to objects in front of the vehicle.

[0012] [Figure 4] Figures 3A-3B show a diagram using an example of a lateral offset related to the examples shown.

[0013] [Figure 5A] This example illustrates how a driver assistance system can address detected traffic events related to an object in front of the vehicle while the vehicle is automatically following a target vehicle. [Figure 5B] This example illustrates how a driver assistance system can address detected traffic events related to an object in front of the vehicle while the vehicle is automatically following a target vehicle.

[0014] [Figure 6] Figures 5A-5B show a diagram using an example of a lateral offset related to the example shown.

[0015] [Figure 7A] This shows an example related to confirming that the driving assistance system handles a detected traffic event associated with a vehicle merging into the lane of the host vehicle. [Figure 7B] This shows an example related to confirming that the driving assistance system handles a detected traffic event associated with a vehicle merging into the lane of the host vehicle. [Figure 7C] This shows an example related to confirming that the driving assistance system handles a detected traffic event associated with a vehicle merging into the lane of the host vehicle.

[0016] [Figure 8] This shows a diagram using an example of speed related to the examples in Figures 7A to 7C.

[0017] [Figure 9A] This shows an example related to confirming that the driving assistance system handles a detected traffic event associated with a vehicle merging into the lane of the host vehicle, while the host vehicle automatically follows a target vehicle. [Figure 9B] This shows an example related to confirming that the driving assistance system handles a detected traffic event associated with a vehicle merging into the lane of the host vehicle, while the host vehicle automatically follows a target vehicle. [Figure 9C] This shows an example related to confirming that the driving assistance system handles a detected traffic event associated with a vehicle merging into the lane of the host vehicle, while the host vehicle automatically follows a target vehicle.

[0018] [Figure 10] This shows a diagram using an example of speed related to the examples in Figures 9A to 9C.

[0019] [Figure 11] This shows a flowchart for an example of a process.

[0020] [Figure 12] This shows an example of a vehicle.

[0021] [Figure 13] An exemplary architecture of a computing device 1300 that may be used to implement aspects of this disclosure is shown.

[0022] Similar reference numerals in various drawings indicate the same elements. [Modes for carrying out the invention]

[0023] This document describes examples of systems and techniques that provide physical feedback to the user to communicate both the detection of obstacles or other events and the intention to respond, by autonomous driving systems, advanced driving-assistance systems (ADAS), or other driver-assistance (AD) systems. Implementations may communicate to the user in the vehicle, through physical force, that ADAS / AD software has detected an obstacle and that the system intends to respond in a safe manner.

[0024] Autonomous driving (e.g., AD / ADAS) systems should communicate to the user their awareness of their surroundings and their ability to ensure safety. Implementations described herein use one or more actuators to generate physical forces that serve as an intuitive way to communicate to the user that the ADAS / AD system has detected an obstacle and will react to it safely. In some implementations, this may include the detection of a vehicle cutting in front of the vehicle in which the system is operating. For example, the system may adjust its speed in a manner similar to "lightly tapping the brakes" as a clear signal that it has detected a vehicle cutting in and intends to ensure that the relative distance between the vehicles does not become uncomfortably small. Another example is when a vehicle deviates (e.g., experiences lateral movement) in a manner that reduces its lateral distance from the vehicle to the system to the extent that the user can perceive the risk of collision. For example, the system may rapidly adjust the load wheel angle in a spike-like manner to cause a small but rapid increase in the lateral distance between two vehicles. These forms of notifications are relatively less ambiguous to the user than audio or visual-based notifications, such as sounds, spoken explanations, indicator lights, or on-screen notifications. These notifications can contribute to creating immediate confidence in the ADAS / AD system, both in the immediate and long term.

[0025] Some implementations described herein use physical forces to notify the user in an intuitive, immediate, and unambiguous manner. These physical forces may arise from one or more actuators used to control the movement of the vehicle (such as motors, brakes, and / or steering wheel / column), from motors incorporated into the seat, from the strong pulling force of a seat belt, or from other sources of physical force.

[0026] In some implementations, physical feedback can emulate the effect of a driver's reaction to the environment. In some implementations, the actions of an ADAS / AS system in notifying occupants through immediate or rapid reactions can make the system's operation seem closer to a human driver's reaction, thereby increasing trust in the system. For example, relatively gentle braking by an ADAS / AD system (e.g., similar to a tap on the brakes) can directly correspond to the most likely reaction a driver would take if they suddenly noticed an obstacle or similar traffic event. As another example, relatively gentle steering input by an ADAS / AD system (e.g., similar to a slight turn of the steering wheel) can directly correspond to the most likely reaction a driver would take if a vehicle suddenly approached laterally. The latter example can provide dual-sided confirmation: visually in the movement of the steering wheel and physically in terms of sudden lateral movements that a person can perceive. Other methods of generating physical feedback, though not limited to, include, and may be used, the operation of the vehicle's seat belt motor (e.g., in the seat belt pretension system), or seat motor, or powertrain motor.

[0027] The implementations described herein may enable the ADAS / AD system to communicate clearly, quickly, and unambiguously to any user (whether in the driver's seat or a passenger seat of the vehicle) that the system has detected an obstacle that could be perceived as a safe risk or threat, and that the system has taken or is about to take action as a safe response to the obstacle. This can increase user trust in the system and improve the onboard experience when using the vehicle.

[0028] One of the main goals and quality measures of ADAS / AD systems is to plan and execute safe and comfortable movements in response to the environment. Typical movements may be planned to minimize both lateral and longitudinal jerks (time derivatives of acceleration) according to other measures. Minimizing jerks may be the idea of ​​planning for movements that feel as smooth as possible. While smooth movements generally correlate with user comfort, there are situations where a minimally abrupt movement in response to an obstacle may give the user the impression that the ADAS / AD system is not recognizing the obstacle and therefore not reacting to it. While an ADAS / AD system may have planned and may be in the process of executing safe and comfortable movement responses to possible threats caused by obstacles, these movements may differ from how a human driver would respond and therefore do not necessarily give the user confidence that the ADAS / AD system is ensuring their safety. ADAS / AD systems may communicate their obstacle recognition through classic forms of human-machine interaction, such as visual cues (e.g., illustrations or warning lights on a display) or audio notifications (e.g., beeps like alarms or verbal announcements). However, these types of notifications may have problems, including, but are not limited to, ambiguity (such as beeps like alarms) or slow human processing (such as hearing the end of a verbal notification or interpreting a visual explanation).

[0029] In the examples herein, a vehicle is used. A vehicle is a machine that transports passengers or cargo, or both. A vehicle may have one or more motors that use at least one type of fuel or other energy source (e.g., electricity). Examples of vehicles include, but are not limited to, cars, trucks, and buses. The number of wheels may differ among the types of vehicles, and one or more (e.g., all) of the wheels may be used for propulsion. A vehicle may include a passenger compartment that accommodates one or more people. At least one occupant of a vehicle may be considered the driver; in this case, various tools, implements, or other devices may be provided to the driver. In the examples herein, any person transported by a vehicle may be referred to as a “passenger” of the vehicle, regardless of whether that person is driving the vehicle, or whether that person has control over driving the vehicle, or whether that person lacks control over driving the vehicle. In the examples herein, the vehicle to which the example is applied may be referred to as the “vehicle” in some cases. One or more other vehicles may be referred to as “Target Vehicles.” The vehicles in this example are presented for illustrative purposes only, as being similar to or identical to one another.

[0030] Examples in this specification refer to driver assistance (such as that performed by AD systems). Driver assistance involves at least partially automating one or more dynamic driving tasks. ADAS can perform driver assistance and is an example of a driver assistance system. Driver assistance is typically performed in part on the output of one or more sensors located on, under, or inside the vehicle. Autonomous vehicles are an example of a system that performs driver assistance, but not all driver assistance systems are designed to provide fully autonomous vehicles. SAE International has defined several levels of driver automation, typically referred to as Level 0, 1, 2, 3, 4, and 5, respectively. For example, a Level 0 system or driving mode does not have to include continuous vehicle control by the system. For example, a Level 1 system or driving mode may include adaptive cruise control, emergency braking assist, automatic emergency braking assist, lane keeping, and / or lane centering. For example, a Level 2 system or driving mode may include highway assistance, autonomous obstacle avoidance, and / or autonomous parking. For example, a Level 3 or 4 system or driving mode may include incremental control of the vehicle by a driver assistance system. For example, in a Level 5 system or driving mode, human intervention with the driver assistance system may not be required.

[0031] The examples herein refer to sensors. Sensors are configured to detect changes in one or more aspects of an event and / or its environment and to output a signal that reflects the detection. Only illustrative examples may include one or more of the following: distance between a vehicle and an object, vehicle speed, vehicle trajectory, or vehicle acceleration. Examples of sensors that may be used with one or more embodiments include, but are not limited to, optical sensors (e.g., cameras); scanning systems (e.g., lidar); wireless-based sensors (e.g., radar); acoustic sensors (e.g., ultrasonic devices and / or microphones); inertial measuring devices (e.g., gyroscopes and / or accelerometers); speed sensors (e.g., of a vehicle or its components); position sensors (e.g., of a vehicle or its components); orientation sensors (e.g., of a vehicle or its components); torque sensors; temperature sensors (e.g., primary or secondary thermometers); pressure sensors (e.g., ambient air or vehicle components); humidity sensors (e.g., rain detectors); or seat occupancy sensors.

[0032] Figures 1A–1C illustrate examples related to ensuring that a driver assistance system addresses detected traffic events related to a vehicle ahead of the vehicle. The examples described with reference to Figures 1A–1C may be combined with one or more other examples described elsewhere in this specification.

[0033] These examples are described with reference to traffic on road 100. Vehicle 102 is currently located in the rightmost lane on road 100. For example, road 100 has two-way or one-way traffic. Vehicle 102 can be considered the vehicle itself. Vehicle 102 is currently moving along road 100 in the direction toward the top of the figure. Specifically, a driver assistance system is currently controlling the movement of vehicle 102. For example, lane keeping assist and / or adaptive cruise control may be active in vehicle 102. In Figure 1A, there are currently no obstacles in front of vehicle 102 on road 100.

[0034] Figure 1B shows vehicle 102 approaching vehicle 104, which is in the same lane on road 100 as vehicle 102. Vehicle 104 may be stationary or moving slower than vehicle 102, to give just two examples. The driver assistance system of vehicle 102 detects vehicle 104 using one or more sensors. For example, the driver assistance system of vehicle 102 may have a head-to-head control function (or adaptive cruise control) that allows vehicle 102 to automatically follow behind a preceding vehicle, but vehicle 104 does not have to be close enough to vehicle 102 for such a function to be applied.

[0035] The presence of vehicle 104 in the drawing also means that the occupants in vehicle 102 can see vehicle 104 and perceive vehicle 104 as an obstacle to vehicle 102. Here, the word obstacle is used in a general sense to describe any physical object that can physically interact with vehicle 102. Obstacles may be stationary (e.g., static) or moving (e.g., dynamic). Examples of obstacles, but not limited to, include other traffic entities (such as vehicles and pedestrians), potholes in the road, road debris, jersey barriers, and lampposts. Another example, an object may include something located in the path of the vehicle or another vehicle entering the path of the vehicle. Thus, the occupants in vehicle 102 can benefit from the confirmation that the driver assistance system is dealing with the current traffic situation, namely that vehicle 102 is approaching vehicle 104.

[0036] The driver assistance system of vehicle 102 may therefore provide at least one confirmation to the occupant in response to the detection of vehicle 104. For example, this may be done before vehicle 104 enters within the maximum distance at which vehicle 102 applies head-on distance control for vehicle 102 to automatically follow behind vehicle 104. The confirmation indicates to the occupant that the driver assistance system of vehicle 102 is taking action to address the detected traffic event. In some implementations, the confirmation may have one or more types of physical feedback to the occupant. For example, the driver assistance system of vehicle 102 may gently tap the brakes of vehicle 102, thereby signaling to the occupant that the driver assistance system has detected vehicle 104 without significantly altering the movement of vehicle 102, which is currently being controlled.

[0037] Figure 1C shows that the distance 106 between vehicles 102 and 104 is currently approximately equal to the maximum distance at which the driver assistance system of vehicle 102 begins to apply head-on distance control to automatically follow vehicle 104. For example, head-on distance control may include maintaining a minimum distance between vehicles 102 and 104 up to a predetermined maximum speed. Applying head-on distance control (or, as another example, adaptive cruise control) indicates that the driver assistance system of vehicle 102, having detected vehicle 104, may have planned to take a subsequent action at some (perhaps not yet determined) time after the time of detection. However, by generating confirmation through physical feedback to the occupant, the driver assistance system of vehicle 102 can provide a more comfortable onboard experience, where the occupant is confident that the driver assistance system has detected a traffic event and will address it, even before a definitive action is taken.

[0038] Figure 2 shows Table 200 using an example of velocity related to the examples in Figures 1A-1C. Table 200 may be used in conjunction with one or more other examples described elsewhere in this specification. Table 200 shows velocity on the vertical axis as a function of time (e.g., v) on the horizontal axis. x ) indicates the detection time (t). detectionThis indicates the time when the driver assistance system detected the traffic event. For example, referring to Figures 1A-1C, the detection time corresponds to when the driver assistance system of vehicle 102 detected vehicle 104 in front of it.

[0039] Depending on the nature of the traffic event and / or other circumstances, in response to detecting the traffic event, the driver assistance system may plan one or more future actions to be performed, or it may not plan any specific future actions. Actions planned and / or actually performed by the driver assistance system may be shown in Figure 200, where Figure 200 includes Graph 202, indicated by dashed lines. Graph 202 corresponds to the movement of a vehicle without provisioning of confirmation as described herein (i.e., movement controlled by the driver assistance system). Graph 202 shows that the vehicle has a speed 204 at the time of detection and maintains that speed 204 for some period until a deceleration 202' occurs following the time of detection. See, for example, also Figures 1A-1C, the deceleration 202' may be a planned action to be performed by the driver assistance system as vehicle 102 approaches vehicle 104.

[0040] Here, Figure 200 includes Graph 206, shown using solid lines. Graph 206 corresponds to the vehicle motion with confirmation provisioning as described herein (i.e., motion controlled by a driver assistance system). Graph 206 shows that the vehicle has a speed 204 at the time of detection, the vehicle immediately experiences a deceleration 206' by a braking action (e.g., by applying the brakes and / or reducing powertrain torque) after the time of detection, and that it subsequently returns to speed 204 and maintains speed 204 until deceleration 202'. That is, the vehicle speed undergoing deceleration 206' may ultimately be equal to the vehicle speed undergoing deceleration 202'.

[0041] The deceleration 206' may include an initial brake 208 intended to attract the passenger's attention, after which the vehicle returns to speed 204 at a less abrupt pace. For example, the incline (amount of brake) of deceleration 206' at the initial brake 208 may be greater than that at any point during deceleration 202'.

[0042] Deceleration 206' may precede the deceleration 202' and have a steeper incline, at least partially, but it may still be designed and harmonized so as not to cause a significant change in the vehicle's movement. In some implementations, deceleration 202' is configured so that the driver assistance system can handle the traffic event even without deceleration 206' occurring. For example, deceleration 206' may be stronger than deceleration 202', at least instantaneously, but deceleration 202' may itself be an appropriate response to the detected traffic event.

[0043] Figures 3A–3B illustrate examples related to ensuring that the driver assistance system addresses detected traffic events involving objects in front of the vehicle. The examples described with reference to Figures 3A–3B may be combined with one or more other examples described elsewhere in this specification.

[0044] These examples are described with reference to traffic on road 300. Vehicle 302 is currently located in the rightmost lane of road 300. For example, road 300 has two-way or one-way traffic. Vehicle 302 may be considered as the vehicle itself. Vehicle 302 is currently moving along road 300 in the direction toward the top of the example. Specifically, a driver assistance system is currently controlling the movement of vehicle 302. For example, lane keeping assist and / or adaptive cruise control may be currently active in vehicle 302.

[0045] Currently, an obstacle 304 is located on the road 300 in front of the vehicle 302. The obstacle 304 may be any type of static or dynamic obstruction in relation to the vehicle 302, including, but not limited to, a pothole in the road surface on the road 300 or a cyclist moving slower than the vehicle 302. The driver assistance system of the vehicle 302 detects the obstacle 304.

[0046] The driver assistance system of vehicle 302 may provide at least one confirmation to the occupant in response to the detection of an obstacle 304. For example, this may be performed before vehicle 302 enters the distance of obstacle 304, so that the driver assistance system may take one or more actions to address the detection of obstacle 304. The confirmation indicates to the occupant that the driver assistance system of vehicle 302 is addressing the detected traffic event. In some implementations, the confirmation may have one or more types of physical feedback to the occupant. For example, the driver assistance system of vehicle 302 may gently adjust the steering angle of vehicle 302 (e.g., lightly shake the steering wheel) to signal to the occupant that the driver assistance system has detected obstacle 304 without significantly altering the currently controlled movement of vehicle 302.

[0047] Figure 3B illustrates that when vehicle 302 is relatively close to obstacle 304, the vehicle's driver assistance system performs a steering angle change 306 (e.g., evasive maneuver). For example, the steering angle change 306 could be designed so that vehicle 302 does not enter another lane of road 300 to pass obstacle 304, or spends only the minimum amount of time entering such a lane. The vehicle's driver assistance system, having detected obstacle 304, may have planned to perform the steering angle change 306 at some (perhaps yet undetermined) time after detection. However, by generating confirmation through physical feedback to the occupant, the vehicle's driver assistance system can provide a more comfortable ride experience, where the occupant is confident that the driver assistance system has detected a traffic event and will address it, even before a definitive action is taken.

[0048] Figure 4 shows Table 400 using an example of a lateral offset related to the examples in Figures 3A-3B. Table 400 may be used in conjunction with one or more other examples described elsewhere in this specification. Table 400 shows the lateral offset (e.g., d) on the vertical axis as a function of time (e.g., t) on the horizontal axis. On the time axis, the detection time (t) detection ) indicates the time when the driver assistance system detects a traffic event. For example, referring to Figures 3A-3B, the detection time corresponds to the time when the driver assistance system of vehicle 302 detects an obstacle 304 in front of it.

[0049] Depending on the nature of the traffic event and / or other circumstances, in response to detecting the traffic event, the driver assistance system may plan one or more future actions to be performed, or it may not plan any specific future actions. Actions planned and / or actually performed by the driver assistance system may be shown in Figure 400, where Figure 400 includes Graph 402, indicated by dashed lines. Graph 402 corresponds to vehicle movement without provisioning of confirmation as described herein (i.e., movement controlled by the driver assistance system). Graph 402 shows that at the time of detection, the vehicle has a lateral offset 404 from an arbitrary reference (e.g., nominal zero offset), and that the vehicle maintains the lateral offset 404 for some period until a lateral offset change 402' occurs following the time of detection. For example, seeing also Figures 3A–3B, the lateral offset change 402' may be a planned action to be performed by the driver assistance system as vehicle 302 approaches an obstacle 304.

[0050] Here, Figure 400 includes Graph 406, shown using solid lines. Graph 406 corresponds to vehicle motion with confirmation provisioning as described herein (i.e., motion controlled by a driver assistance system). Graph 406 shows that the vehicle has a lateral offset 404' at the time of detection, the vehicle experiences a lateral offset change 406' immediately after the time of detection due to a change in steering angle (e.g., the driver assistance system rotates the steering wheel or otherwise changes the vehicle trajectory), and then returns to the lateral offset 404, holding the lateral offset 404 until the lateral offset change 402'. That is, the vehicle lateral offset receiving the lateral offset change 406' can ultimately be equal to the lateral offset change receiving the lateral offset change 402'.

[0051] A lateral offset change 406' may include an initial steering 408 intended to attract the occupant's attention, after which the vehicle returns to the lateral offset 404 at a less abrupt pace. For example, the inclination (amount of change in steering angle) of the lateral offset change 406' in the initial steering 408 may be greater than at any point during the lateral offset change 402'. A lateral offset change 406' may include a subsequent steering 408' performed immediately after the initial steering 408. For example, the subsequent steering 408' may be substantially opposite to the initial steering 408.

[0052] Lateral offset change 406' may precede the lateral offset change 402' and have a steeper slope, at least partially, but may still be designed and harmonized so as not to cause a significant change in the vehicle's movement. In some implementations, lateral offset change 402' is configured so that the driver assistance system can handle traffic events even without lateral offset change 406' occurring. For example, lateral offset change 406' may be stronger than lateral offset change 402', at least instantaneously, but lateral offset change 402' may itself be an appropriate response to the detected traffic event. The lateral offset related to graph 406 may ultimately be equal to the lateral offset related to graph 402. For example, the lateral offset of graph 406 is equal to the lateral offset of graph 402 during lateral offset change 402'.

[0053] Figures 5A–5B illustrate an example related to ensuring that the driver assistance system addresses detected traffic events related to an object in front of the vehicle when the vehicle is automatically following a target vehicle. The examples described with reference to Figures 5A–5B may be combined with one or more other examples described elsewhere in this specification.

[0054] In short, on road 500, vehicle 502 equipped with an ADAS / AD system is automatically following vehicle 504 (for example, using head-to-head distance control or adaptive cruise control) with automatic lane centering enabled. For example, the occupants of vehicle 502 have their hands off the wheels. Automatic following is schematically shown here by arrow 506. An obstacle 508 is present on road 500. The road conditions ahead of vehicle 502 are largely obscured by vehicle 504. Suddenly, the obstacle 508 (for example, a pothole) becomes visible to the occupants of vehicle 504 immediately after vehicle 502 has driven over it. The pothole may be positioned such that one or more wheels of vehicle 502 enter the pothole unless some form of steering maneuver adjusts the path of vehicle 502 (for example, by lateral displacement). For example, such maneuvers are known by terms such as “deviation” and “temporary lateral lane shift.” With advances in modern perception systems, ADAS / AD systems can adjust the trajectory of vehicle 502 to follow a trajectory free from dips in the road surface (as schematically shown by arrow 510). For example, vehicle 502 may deviate just enough to prevent any of its wheels from coming into contact with an obstacle 508.

[0055] People inside a vehicle are generally not very adept at recognizing whether the wheels will avoid a pothole, and may not necessarily feel confident that the ADAS / AD system will perform a pothole avoidance maneuver, especially if the steering (indicated here by arrow 510) is designed for minimal lateral displacement. Audio or visual notifications indicating that the system is avoiding a pothole may be ambiguous and may not increase the confidence of the driver of vehicle 502. In addition to minimizing lateral displacement, typical steering design procedures may take into account quantities such as lateral acceleration and jerk. The subject of this discussion may be used to design an alternative pothole avoidance maneuver that makes it clear to the user that vehicle 502 is indeed avoiding a pothole. This may be achieved by an initial rapid but safe steering angle adjustment, while resulting in a light lateral jerk that clearly communicates the system's intention to avoid a pothole.

[0056] Hereinafter, the example will be described in more detail with reference to traffic on road 500. Vehicle 502 is currently located in the rightmost lane of road 500. For example, road 500 may have two-way or one-way traffic. Vehicle 502 can be considered as the vehicle itself. Vehicle 502 is currently moving along road 500 in the direction toward the top of the figure. Specifically, the driver assistance system is currently controlling the movement of vehicle 502 to automatically follow behind vehicle 504. For example, the lane keeping function may be active in vehicle 502 at the moment.

[0057] Currently, an obstacle 508 is located on road 500 in front of vehicle 504. The obstacle 508 may be any type of static or dynamic obstruction in relation to vehicle 502, including, but not limited to, a pothole in the road surface on road 500 or a cyclist moving slower than vehicle 502. The driver assistance system of vehicle 502 detects the obstacle 508.

[0058] The driver assistance system of vehicle 502 may provide at least one confirmation to the occupant in response to detecting an obstacle 508. For example, this may be performed before vehicle 502 enters the distance of obstacle 508, so that the driver assistance system can take one or more actions to address the detection of obstacle 508. The confirmation indicates to the occupant that the driver assistance system of vehicle 502 is addressing the detected traffic event. In some implementations, the confirmation may have one or more types of physical feedback to the occupant. For example, the driver assistance system of vehicle 502 may gently adjust the steering angle of vehicle 502 (e.g., lightly shake the steering wheel) to signal to the occupant that the driver assistance system has detected obstacle 508 without significantly altering the currently controlled movement of vehicle 502.

[0059] Figure 5B illustrates that when vehicle 502 is relatively close to obstacle 508, the vehicle 502's driver assistance system performs a steering angle change (e.g., evasive maneuver), schematically indicated by arrow 510. For example, the steering angle change could be designed so that vehicle 502 does not enter another lane of road 500 to pass obstacle 508, or spends only the minimum amount of time entering such a lane. The vehicle 502's driver assistance system, having detected obstacle 508, may have planned to perform a steering angle change at some (perhaps yet undetermined) time after detection. However, by generating confirmation through physical feedback to the occupant, the vehicle 502's driver assistance system can provide a more comfortable ride experience, where the occupant is confident that the driver assistance system has detected a traffic event and will address it, even before a definitive action is taken.

[0060] Figure 6 shows Table 600 using an example of a lateral offset related to the examples in Figures 5A-5B. Table 600 may be used in conjunction with one or more other examples described elsewhere in this specification. Table 600 shows the lateral offset (e.g., d) on the vertical axis as a function of time (e.g., t) on the horizontal axis. On the time axis, the detection time (t) detectionThis indicates the time when the driver assistance system detected the traffic event. For example, referring to Figures 5A-5B, the detection time corresponds to the time when the driver assistance system of vehicle 502 detected the obstacle 508 in front of it.

[0061] Depending on the nature of the traffic event and / or other circumstances, in response to detecting the traffic event, the driver assistance system may plan one or more future actions to be performed, or it may not plan any specific future actions. Actions planned and / or actually performed by the driver assistance system may be shown in Figure 600, where Figure 600 includes Graph 602, indicated by dashed lines. Graph 602 corresponds to vehicle movement without provisioning of confirmation as described herein (i.e., movement controlled by the driver assistance system). Graph 602 shows that at the time of detection, the vehicle has a lateral offset 604 from an arbitrary reference (e.g., nominal zero offset), and that the vehicle maintains the lateral offset 604 for some period of time until a lateral offset change 602' occurs following the time of detection. See, for example, also Figures 5A–5B, the lateral offset change 602' may be a planned action to be performed by the driver assistance system as vehicle 502 approaches an obstacle 508.

[0062] Here, Figure 600 includes Graph 606, shown using solid lines. Graph 606 corresponds to the vehicle motion with confirmation provisioning as described herein (i.e., motion controlled by a driver assistance system). Graph 606 shows that the vehicle has a lateral offset 604 at the time of detection, that immediately after the time of detection the vehicle experiences a lateral offset change 606' due to a change in steering angle (e.g., the driver assistance system rotates the steering wheel or otherwise changes the vehicle trajectory), and that it subsequently encounters a lateral offset change 602'. That is, the vehicle lateral offset that receives lateral offset change 606' can ultimately be equal to the lateral offset change that receives lateral offset change 602'.

[0063] A lateral offset change 606' may include an initial steering 608 intended to attract the occupant's attention, after which the vehicle returns to the lateral offset 604 at a less abrupt pace. For example, the inclination (amount of change in steering angle) of the lateral offset change 606' in the initial steering 608 may be greater than at any point during the lateral offset change 602'. A lateral offset change 606' may include a subsequent steering 608 performed immediately after the initial steering 608'. For example, the subsequent steering 608' may differ from the initial steering 608.

[0064] Lateral offset change 606' may precede the sequence and have a steeper slope, at least partially, than lateral offset change 602', but it may still be designed and harmonized so as not to cause a significant change in the vehicle's movement. In some implementations, lateral offset change 602' is configured so that the driver assistance system can handle traffic events even without lateral offset change 606' occurring. For example, lateral offset change 606' may be stronger than lateral offset change 602', at least instantaneously, but lateral offset change 602' may itself be an appropriate response to the detected traffic event. The lateral offset related to graph 606 may ultimately be equal to the lateral offset related to graph 602. For example, the lateral offset of graph 606 is equal to the lateral offset of graph 602 during the subsequent stages of lateral offset change 602'.

[0065] Figures 7A–7C illustrate examples related to confirming that the driver assistance system addresses detected traffic events involving vehicles merging into the vehicle's lane. The examples described with reference to Figures 7A–7C may be combined with one or more other examples described elsewhere in this specification.

[0066] These examples are described with reference to traffic on road 700. Vehicle 702 is currently located in the left lane of road 700. For example, road 700 has one-way traffic proceeding in either of its two lanes. Vehicle 702 can be considered the vehicle itself. Vehicle 702 is currently moving along road 700 in the direction toward the top of the figure. In particular, driver assistance systems are currently controlling the movement of vehicle 702. For example, lane keeping assist and / or adaptive cruise control may be active in vehicle 702. Vehicle 704 is currently located in the right lane of road 700 and is some distance ahead of vehicle 702.

[0067] Figure 7B shows that vehicle 704 begins to move from the right lane into the left lane in front of vehicle 702, as schematically indicated by arrow 706. The driver assistance system of vehicle 702 detects this traffic event. For example, depending on the nature of the traffic event and / or other circumstances, the driver assistance system of vehicle 702 may plan one or more actions to deal with the traffic event, or it may not plan any specific future actions.

[0068] The driver assistance system of vehicle 702 may provide at least one confirmation to the occupant in response to detecting the movement of vehicle 704. For example, this may be performed before vehicle 704 fully enters the lane of vehicle 702, and the driver assistance system may take one or more actions to address the detection of vehicle 704. The confirmation indicates to the occupant that the driver assistance system of vehicle 702 is addressing the detected traffic event. In some implementations, the confirmation may have one or more types of physical feedback to the occupant. For example, the driver assistance system of vehicle 702 may gently tap the brakes of vehicle 702, thereby signaling to the occupant that the driver assistance system has detected vehicle 704 without significantly altering the currently controlled movement of vehicle 702.

[0069] Figure 7C shows that the distance 708 between vehicles 702 and 704 is currently approximately equal to the maximum distance at which the driver assistance system of vehicle 702 begins to apply head-on distance control to automatically follow vehicle 704. For example, head-on distance control may include maintaining a minimum distance between vehicles 702 and 704 up to a predetermined maximum speed. Applying head-on distance control (or, as an alternative example, adaptive cruise control) indicates that the driver assistance system of vehicle 702, having detected vehicle 704, may have planned to take a subsequent action at some (possibly yet undetermined) time after the time of detection. However, by generating confirmation through physical feedback to the occupant, the driver assistance system of vehicle 702 can provide a more comfortable onboard experience, where the occupant is confident that the driver assistance system has detected a traffic event and will address it, even before a definitive action is taken.

[0070] Figure 8 shows Table 800 using an example of velocity related to the examples in Figures 7A-7C. Table 800 may be used in conjunction with one or more other examples described elsewhere in this specification. Table 800 shows velocity on the vertical axis as a function of time (e.g., v) on the horizontal axis. x ) is shown. On the time axis, the detection time (t cut-in ) indicates the time when the driver assistance system detects a traffic event. For example, referring to Figures 7A to 7C, the detection time corresponds to the time when the driver assistance system of vehicle 702 detects that vehicle 704 is entering that lane.

[0071] Depending on the nature of the traffic event and / or other circumstances, in response to detecting the traffic event, the driver assistance system may plan one or more future actions to be performed, or it may not plan any specific future actions. Here, Figure 800 includes Graph 802, indicated by dashed lines. Graph 802 corresponds to the movement of a vehicle without provisioning of confirmation as described herein (i.e., movement controlled by the driver assistance system). Graph 802 shows that the vehicle has a speed 804 at the time of detection and maintains that speed 804 for some period of time.

[0072] Here, Figure 800 includes Graph 806, shown using solid lines. Graph 806 corresponds to the vehicle motion with confirmation provisioning as described in this disclosure (i.e., motion controlled by a driver assistance system). Graph 806 shows that the vehicle has a speed 804 at the time of detection, that the vehicle immediately experiences deceleration 806' by braking action (e.g., by applying the brakes and / or reducing powertrain torque) after the time of detection, and that it subsequently returns to and maintains speed 804. That is, the vehicle speed undergoing deceleration 806' may ultimately be equal to the vehicle speed related to Graph 802. Deceleration 806' may include an initial brake 808 intended to attract the attention of the occupant, after which the vehicle returns to speed 804 at a less abrupt pace.

[0073] In the current example, the driver assistance system may not have been planned to take any specific action in response to the detection of vehicle 704. However, confirmation indicates to the occupant that the driver assistance system has detected a traffic event and is taking action against it.

[0074] Figures 9A–9C illustrate an example related to confirming that the driver assistance system addresses detected traffic events related to a vehicle merging into the vehicle's lane while the vehicle is automatically following a target vehicle. The examples described with reference to Figures 9A–9C may be combined with one or more other examples described elsewhere in this specification.

[0075] In short, as schematically indicated by arrow 906, on road 900, vehicle 902 equipped with an ADAS / AD system is following vehicle 904 with a safe time lag and with automatic lane centering enabled. For example, the driver of vehicle 902 may have their hands off the wheels. As schematically indicated by arrow 910, vehicle 908 overtakes vehicle 902 and cuts in front of vehicle 902 on its right. Vehicle 908 does this with a time lag of less than one second that the occupants of vehicle 902 may perceive as a potentially risky proximity. If the occupants of vehicle 902 were driving manually, they might have immediately moved their feet to the brake pedal and pressed the brake pedal (for example, with relatively strong force) to increase the distance to vehicle 908. This could result in a rapid deceleration of vehicle 902, or more precisely, a large spike in longitudinal jerk. Because vehicle 902 is operating with driver assistance (e.g., autonomously), the ADAS / AD system recognizes the situation and develops a plan to reduce speed to avoid a collision with the rear of vehicle 908. From the perspective of the planning algorithm, this may not be a particularly difficult situation, and the ADAS / AD system may calculate a planned speed profile that is both safe (it avoids a collision) and smooth (the speed reduction is gradual or not particularly abrupt). While executing the profile may be safe, a smooth speed reduction may allow the distance to vehicle 908 to become short enough (despite potential notifications through sounds such as a "ding") to cause concern and discomfort to the occupants in vehicle 902. In other words, the occupants of vehicle 902 may prefer a sudden (less smooth) reaction by the ADAS / AD system that reduces speed so quickly that the occupants of vehicle 902 perceive a slight push from their seatbelts. The ADAS / AD system may design a speed profile to satisfy this preference. In contrast to standard profile design criteria, this profile can be designed to intentionally make the motion feel abrupt at the beginning. Mathematically, the design procedure for this profile does not require quantitative jerk or time derivative of acceleration.The initial abrupt movement can serve as a clear message to any occupants in vehicle 902 that potential hazards are being handled and dealt with, leaving little room for doubt that the risk of collision is virtually nonexistent. Following this initial abrupt movement, which in addition to communicating intent to the user also increases the distance to vehicle 908, the remainder of the speed profile can be designed with other priorities, such as comfort, in mind.

[0076] Hereinafter, the example will be described in more detail with reference to traffic on road 900. Vehicle 902 is currently located in the left lane of road 900. For example, road 900 has one-way traffic in either of its two lanes. Vehicle 902 can be considered as the vehicle itself. Vehicle 902 is currently moving along road 900 in the direction toward the top of the figure. The driver assistance system is currently controlling the movement of vehicle 902. Specifically, vehicle 902 is currently automatically following vehicle 904. For example, lane keeping assist and / or adaptive cruise control may be active in vehicle 902. Currently, vehicle 908 is located in the right lane of road 900 and is some distance ahead of vehicle 902.

[0077] Figure 9B shows that vehicle 908 begins to move from the right lane into the left lane in front of vehicle 902, as schematically indicated by arrow 910. The driver assistance system of vehicle 902 detects this traffic event. For example, depending on the nature of the traffic event and / or other circumstances, the driver assistance system of vehicle 902 may plan one or more actions to deal with the traffic event, or it may not plan any specific future actions.

[0078] The driver assistance system of vehicle 902 may provide at least one confirmation to the occupant in response to detecting the movement of vehicle 908. For example, this may be performed before vehicle 908 fully enters the lane of vehicle 902, and the driver assistance system may take one or more actions to address the detection of vehicle 908. The confirmation indicates to the occupant that the driver assistance system of vehicle 902 is addressing the detected traffic event. In some implementations, the confirmation may have one or more types of physical feedback to the occupant. For example, the driver assistance system of vehicle 902 may gently tap the brakes of vehicle 902, thereby signaling to the occupant that the driver assistance system has detected vehicle 908 without significantly altering the currently controlled movement of vehicle 902.

[0079] Figure 9C shows that the distance 912 between vehicles 902 and 908 is such that the driver assistance system of vehicle 902 applies head-to-head distance control to automatically follow vehicle 908. For example, head-to-head distance control may include maintaining a minimum distance between vehicles 902 and 908 up to a predetermined maximum speed. Applying head-to-head distance control (or, as another example, adaptive cruise control) indicates that the driver assistance system of vehicle 902, having detected vehicle 908, may have planned to take a subsequent action at some (possibly yet undetermined) time after the time of detection. However, by generating confirmation through physical feedback to the occupant, the driver assistance system of vehicle 902 can provide a more comfortable onboard experience, where the occupant is confident that the driver assistance system has detected a traffic event and will address it, even before a definitive action is taken.

[0080] Figure 10 shows Table 1000 using an example of velocity related to the examples in Figures 9A-9C. Table 1000 may be used in conjunction with one or more other examples described elsewhere in this specification. Table 1000 shows velocity on the vertical axis as a function of time (e.g., v) on the horizontal axis. x ) is shown. On the time axis, the detection time (t cut-in) indicates the time when the driver assistance system detects a traffic event. For example, referring to Figures 9A-9C, the detection time corresponds to the time when the driver assistance system of vehicle 902 detects that vehicle 908 is entering that lane.

[0081] Depending on the nature of the traffic event and / or other circumstances, in response to detecting the traffic event, the driver assistance system may plan one or more future actions to be performed, or it may not plan any specific future actions. Here, Figure 1000 includes Graph 1002, shown using dashed lines. Graph 1002 corresponds to the movement of a vehicle without provisioning of confirmation as described herein (i.e., movement controlled by the driver assistance system). Graph 1002 shows that the vehicle has a speed 1004 at the time of detection and maintains that speed 1004 over a period of time until deceleration 1002' that occurs following the time of detection.

[0082] Here, Figure 1000 includes Graph 1006, shown using solid lines. Graph 1006 corresponds to the vehicle motion with confirmation provisioning as described in this disclosure (i.e., motion controlled by a driver assistance system). Graph 1006 shows that the vehicle has a speed 1004 at the time of detection, that the vehicle immediately after the time of detection experiences deceleration 1006' by braking action (e.g., by applying the brakes and / or reducing powertrain torque), and that it eventually returns to and maintains speed 1004. That is, the vehicle speed undergoing deceleration 1006' may ultimately be equal to the vehicle speed related to Graph 1002. Deceleration 1006' may include an initial brake 1008 intended to attract the attention of the occupant. After the initial brake 1008, the vehicle may regain speed at a less abrupt pace.

[0083] Deceleration 1006' precedes deceleration 1002' and is stronger than deceleration 1002'. At least at instantaneous 1010, deceleration 1006' can be equal to deceleration 1002'. After decelerations 1006' and 1002' become equal at instantaneous 1010, at instantaneous 1012, the velocity of deceleration 1006' can be greater than the velocity of deceleration 1002'. After instantaneous 1012, the velocity of deceleration 1006' can become equal to the velocity of deceleration 1002'.

[0084] In the current example, the driver assistance system may not be planned to take any specific action in response to the detection of vehicle 908. However, confirmation indicates to the occupant that the driver assistance system has detected a traffic event and is taking action against it.

[0085] Figure 11 shows a flowchart for an example of process 1100. Process 1100 may be used in conjunction with one or more other examples described herein. More or fewer operations may be performed than shown. Two or more operations may be performed in a different order unless otherwise indicated.

[0086] In Operation 1102, driver assistance may be initiated. In some implementations, the driver assistance system may control at least one of the vehicle's movements as described elsewhere in this specification. For example, road control, adaptive cruise control, and / or lane keeping functions may be applied.

[0087] In Operation 1104, traffic events may be detected. In some implementations, at least one of the vehicle's sensors may be used to detect traffic events outside the vehicle.

[0088] In Operation 1106, the driver assistance system may provide confirmation to the occupants in the vehicle that the driver assistance system is addressing a traffic event. In some implementations, the confirmation includes physical feedback that the occupants can perceive. For example, one or more of the physical feedbacks described elsewhere in this specification may be provided.

[0089] In operation 1108, audio output and / or visual output may be generated by the driver assistance system.

[0090] In Operation 1110, the driver assistance system may perform one or more actions in response to detecting a traffic event. In some implementations, the actions may include actions of a similar type or a type used to generate physical feedback to the occupant. For example, such actions may relate to how the occupant is expected to respond when they become aware of the traffic event.

[0091] Figure 12 shows an example of vehicle 1200. Vehicle 1200 may be used in conjunction with one or more other examples described elsewhere in this specification. Vehicle 1200 may include an ADAS / AD system 1202 and vehicle control 1204. The ADAS / AD system 1202 may be implemented using some or all of the components described with reference to Figure 13 below. The ADAS / AD system 1202 includes a sensor 1206 and a planning algorithm 1208. Other components of vehicle 1200 in which the ADAS / AD system 1202 may be implemented, including but not limited to other embodiments of vehicle 1200, are omitted here for brevity.

[0092] Sensor 1206 is described herein, including appropriate circuitry and / or executable programming for processing the sensor output and performing detections based on that processing. Sensor 1206 may include radar 1210. In some implementations, radar 1210 may include any object detection system that is at least partially based on radio waves. For example, radar 1210 may be oriented forward relative to a vehicle and may be used to detect at least the distance to one or more other objects (e.g., another vehicle). Radar 1210 may detect traffic events by detecting the presence of an object in relation to vehicle 1200.

[0093] Sensor 1206 may include a lidar 1212. In some implementations, the lidar 1212 may include an arbitrary object detection system that is at least partially based on laser light. For example, the lidar 1212 may be oriented in any direction relative to the vehicle and may be used to at least detect the distance to one or more other objects (e.g., another vehicle). The lidar 1212 may detect traffic events by detecting the presence of an object in relation to the vehicle 1200.

[0094] Sensor 1206 may include camera 1214. In some implementations, camera 1214 may include any image sensor whose signals the vehicle 1200 considers. For example, camera 1214 may be oriented in any direction relative to the vehicle and may be used to detect vehicles, lanes, lane markings, and / or road signs. Camera 1214 may detect traffic events by visually recording the situation in relation to vehicle 1200.

[0095] Sensor 1206 may include an ultrasonic sensor 1216. In some implementations, the ultrasonic sensor 1216 may include any transmitter, receiver, and / or transceiver used to detect the proximity of at least an object based on ultrasound. For example, the ultrasonic sensor 1216 may be located on or near the exterior of the vehicle. The ultrasonic sensor 1216 may detect a traffic event by detecting the presence of an object in relation to the vehicle 1200.

[0096] While the ADAS / AD system 1202 controls the movement of the vehicle 1200, any one of the sensors 1206, or two or more of the sensors 1206 collectively, may detect traffic events outside the vehicle 1200. In some implementations, at least one of the sensors 1206 may produce an output that is considered when detecting a traffic event. For example, the outputs of two or more sensors (e.g., radar 1210, lidar 1212, and camera 1214) may be combined to determine the distance between the vehicle and a target vehicle. In some implementations, one or more other types of sensors may be included in addition to or instead of the sensors 1206.

[0097] The planning algorithm 1208 may plan for the ADAS / AD system 1202 to perform one or more actions or perform no actions in response to detected traffic events. One or more outputs of the sensor 1206 may be considered. In some implementations, the planning algorithm 1208 may define deceleration 202' (Figure 2), lateral offset change 402' (Figure 4), lateral offset change 602' (Figure 6), automatic vehicle following of 704 (Figure 7C), and / or deceleration 1002' (Figure 10). Another embodiment of the planning algorithm 1208 or the ADAS / AD system 1202 may trigger the performance of physical feedback to the occupant in response to the detection of a traffic event. For example, one or more of the following actions may be triggered: deceleration 206' (Figure 2), lateral offset change 406' (Figure 4), lateral offset change 606' (Figure 6), deceleration 806' (Figure 8), and / or deceleration 1006' (Figure 10).

[0098] Vehicle control 1204 may include steering control 1218. In some implementations, the ADAS / AD system 1202 and / or another driver of the vehicle 1200 control the trajectory of the vehicle 1200 by operating the steering control 1218 to adjust the steering angle of at least one wheel. The steering control 1218 may be configured to control the steering angle through a mechanical connection between the steering control 1218 and an adjustable wheel, or it may be part of a steer-by-wire system.

[0099] Vehicle control 1204 may include gear control 1220. In some implementations, another driver of the ADAS / AD system 1202 and / or vehicle 1200 uses gear control 1220 to select from several operating modes of the vehicle (e.g., driving mode, neutral mode, or parking mode). For example, gear control 1220 may be used to control automatic transmission in vehicle 1200.

[0100] The vehicle control 1204 may include a signal control 1222. In some implementations, the signal control 1222 may control one or more signals that the vehicle 1200 may generate. For example, the signal control 1222 may control a rev signal and / or the horn of the vehicle 1200.

[0101] Vehicle control 1204 may include brake control 1224. In some implementations, brake control 1224 may control one or more types of brake systems designed to decelerate the vehicle, stop the vehicle, and / or keep the vehicle stopped if it is stopped. For example, brake control 1224 may be actuated by an ADAS / AD system 1202. In another example, brake control 1224 may be actuated by the driver using the brake pedal.

[0102] Vehicle control 1204 may include a vehicle dynamics system 1226. In some implementations, the vehicle dynamics system 1226 may control one or more functions of the vehicle 1200 in addition to, in the absence of, or on behalf of, the driver's control. For example, if the vehicle comes to a stop on a hill and the driver does not activate the brake control 1224 (e.g., by pressing the brake pedal), the vehicle dynamics system 1226 may keep the vehicle stationary.

[0103] Vehicle control 1204 may include acceleration control 1228. In some implementations, acceleration control 1228 may control one or more types of propulsion motors of the vehicle. For example, acceleration control 1228 may control the electric motor and / or internal combustion motor of vehicle 1200.

[0104] The vehicle control 1204 may include a seat belt tensioner 1230. In some implementations, the seat belt tensioner 1230 may control the tension of a seat belt for one or more seats in the vehicle 1200 (e.g., increase and / or decrease the tension). For example, the seat belt tensioner 1230 may control the tension to apply a certain amount of pretension to the seat belt in the event of an impact and / or to provide physical feedback to the occupant when a traffic event is detected.

[0105] The vehicle control 1204 may include a seat motor 1232. In some implementations, the seat motor 1232 may control the lateral position (e.g., moving the seat in the longitudinal direction) and / or configuration (e.g., adjusting the tilt of the backrest) of one or more seats in the vehicle 1200. For example, the seat motor 1232 may control the position / tilt in accordance with user input (e.g., comfort settings) and / or to provide physical feedback to the occupant when a traffic event is detected.

[0106] Some or all of the vehicle control 1204 may be configured to provide physical feedback that can be recognized by the occupants of the vehicle 1200. Such physical feedback can serve as confirmation to the occupants that the ADAS / AD system 1202 is addressing the detected traffic event.

[0107] The vehicle 1200 may include a user interface 1234. The user interface 1234 may include an audio interface 1236. In some implementations, the audio interface 1236 may include one or more speakers located within the passenger compartment. For example, the audio interface 1236 may operate at least partially in conjunction with an in-vehicle infotainment system.

[0108] The user interface 1234 may include a visual interface 1238. In some implementations, the visual interface 1238 may include at least one display device in the passenger compartment of the vehicle 1200. For example, the visual interface 1238 may include a touchscreen device and / or an instrument cluster display.

[0109] In some implementations, the motors of the vehicle 1200 may be operated to generate physical feedback to the occupants. For example, the motors may be controlled to increase or decrease the speed of the vehicle 1200.

[0110] In some implementations, provisioning physical feedback to the passenger may be done in combination with the presentation of one or more messages. For example, the audio interface 1236 and / or the visual interface 1238 may be activated when a traffic event is detected.

[0111] Figure 13 shows an exemplary architecture of a computing device 1300 that may be used to implement aspects of this disclosure, including any of the systems, devices, and / or techniques described herein, or any other systems, devices, and / or techniques that may be available in various possible embodiments.

[0112] The computing device shown in Figure 13 can be used to run the operating systems, application programs, and / or software modules (including software engines) described herein.

[0113] In some embodiments, the computing device 1300 includes at least one processing device 1302 (e.g., a processor), such as a central processing unit (CPU). Various processing devices are available from various manufacturers, e.g., Intel or Advanced Micro Devices. In this example, the computing device 1300 also includes system memory 1304 and a system bus 1306 that connects various system components, including the system memory 1304, to the processing device 1302. The system bus 1306 is one of any number of bus structures that can be used, including but not limited to a memory bus, a memory controller; peripheral bus; and local bus, using any of various bus architectures.

[0114] Examples of computing devices that may be implemented using computing device 1300 include desktop computers, laptop computers, tablet computers, mobile computing devices (such as smartphones, touchpad mobile digital devices, or other mobile devices), or other devices configured to process digital instructions.

[0115] The system memory 1304 includes a read-only memory 1308 and a random access memory 1310. A basic input / output system 1312, which includes basic routines that function to transfer information within the computing device 1300 during startup, etc., may be stored in the read-only memory 1308.

[0116] In some embodiments, the computing device 1300 also includes a secondary storage device 1314, such as a hard disk drive, for storing digital data. The secondary storage device 1314 is connected to the system bus 1306 by a secondary storage interface 1316. The secondary storage device 1314, and its associated computer-readable medium, provides non-volatile and non-temporary storage for computer-readable instructions, data structures, and other data (including application programs and program modules) for the computing device 1300.

[0117] In the exemplary environments described herein, a hard disk drive is used as the secondary storage device; however, other embodiments may use other types of computer-readable storage media. Examples of these other types of computer-readable storage media include magnetic cassettes, flash memory cards, digital video discs, Bernoulli cartridges, compact disk read-only memory, digital versatile disk read-only memory, random access memory, or read-only memory. Some embodiments include non-temporary media. For example, a computer program product may be tangibly embodied in a non-temporary storage medium. In addition, such computer-readable storage media may include local storage or cloud-based storage.

[0118] Multiple program modules may be stored in a system memory 1304, which includes a secondary storage device 1314 and / or an operating system 1318, one or more application programs 1320, other program modules 1322 (such as the software engine described herein), and program data 1324. The computing device 1300 may utilize any suitable operating system, such as Microsoft Windows®, Google Chrome® OS, Apple® OS, Unix®, or Linux® and its variants, and any other operating system suitable for the computing device. Other examples may include Microsoft®, Google®, or Apple operating systems, or any other suitable operating systems, used in tablet computing devices.

[0119] In some embodiments, the user provides input to the computing device 1300 through one or more input devices 1326. Examples of input devices 1326 include a keyboard 1328, a mouse 1330, a microphone 1332 (for, e.g., voice and / or other audio input), a touch sensor 1334 (such as a touchpad or touch-sensitive display), and a gesture sensor 1335 (for, e.g., gesture input). In some implementations, the input devices 1326 provide detection based on presence, proximity, and / or motion. In some implementations, the user may walk into their home, which may trigger input to the processing device. For example, in this case, the input devices 1326 may facilitate an automated experience for the user. Other embodiments include other input devices 1326. The input devices may be connected to the processing device 1302 through input / output interfaces 1336 coupled to the system bus 1306. These input devices 1326 may be connected by any number of input / output interfaces (such as parallel ports, serial ports, game ports, or universal serial buses). In some possible embodiments, wireless communication between the input device 1326 and the input / output interface 1336 is also possible, including, to name just a few examples, infrared, Bluetooth® wireless technology, 802.11a / b / g / n, cellular, ultra-wideband (UWB), ZigBee®, or other radio frequency communication systems.

[0120] In this exemplary embodiment, a display device 1338, such as a monitor, liquid crystal display device, light-emitting diode display device, projector, or touch-sensitive display device, is also connected to the system bus 1306 via an interface such as a video adapter 1340. In addition to the display device 1338, the computing device 1300 may include various other peripheral devices (not shown), such as speakers or printers.

[0121] The computing device 1300 may be connected to one or more networks through a network interface 1342. The network interface 1342 may provide wired and / or wireless communication. In some implementations, the network interface 1342 may include one or more antennas for transmitting and / or receiving wireless signals. When used in a local area network environment or a wide area network environment (such as the Internet), the network interface 1342 may include an Ethernet® interface. Other possible embodiments may use other communication devices. For example, some embodiments of the computing device 1300 may include a modem for communication over the network.

[0122] The computing device 1300 may include at least some form of computer-readable medium. The computer-readable medium includes any available medium that can be accessed by the computing device 1300. For example, the computer-readable medium includes computer-readable storage medium and computer-readable communication medium.

[0123] Computer-readable storage media include volatile and non-volatile, removable and non-removable media that are implemented in any device configured to store information such as computer-readable instructions, data structures, program modules, or other data. Computer-readable storage media include, but are not limited to, random-access memory, read-only memory, electrically erasable programmable read-only memory, flash memory, or other memory technologies, compact disk read-only memory, digital versatile disk, or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage, or other magnetic storage devices, or any other media that can be used to store desired information and can be accessed by computing device 1300.

[0124] Generally, computer-readable communication media include any information transmission medium that embodies computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms. The term "modulated data signal" refers to a signal in which one or more of its characteristics are set or modified by a method of encoding information into the signal. As an example, computer-readable communication media include wired media such as wired networks or direct wired connections, and wireless media such as acoustic, radio frequency, infrared, and other wireless media. Any combination of the above is also included in the scope of computer-readable media.

[0125] The computing device shown in Figure 13 is also an example of a programmable electronic device that may include one or more such computing devices. When multiple computing devices are included, these computing devices may be coupled together to a suitable data communication network to collectively perform various functions, methods, or operations disclosed herein.

[0126] The terms “substantially” and “about” used throughout this specification are used to describe and explain small variations, such as those due to processing variability. For example, they may refer to less than or equal to ±0.05%, less than or equal to ±0.1%, less than or equal to ±0.2%, less than or equal to ±0.5%, less than or equal to ±1%, less than or equal to ±2%, less than or equal to ±5%. Also, as used herein, indefinite articles such as “a” or “an” mean “at least one.”

[0127] It should be understood that all combinations of the above concepts and additional concepts described in more detail below (provided that such concepts do not contradict each other) can be considered part of the subject matter of the invention disclosed herein. Specifically, all combinations of the claimed subject matter appearing at the end of this disclosure are intended to be part of the subject matter of the invention disclosed herein.

[0128] We have described several implementation forms. However, it should be understood that various modifications are permitted, as long as they do not deviate from the spirit and scope of this specification.

[0129] Furthermore, the logical flow shown in the diagram does not require a specific order or sequence to obtain the desired result. In addition, other processes may be provided, or processes may be removed from the described flow, and other components may be added to or removed from the described system. Therefore, other implementations are included within the scope of the appended claims.

[0130] While some features of the described implementations have been shown as described herein, many modifications, substitutions, changes, and equivalents will now come to mind for those skilled in the art. Therefore, it should be understood that the appended claims are intended to encompass all such modifications and changes that fall within the scope of the implementations. They are presented merely as examples and not as limitations, and various modifications may be made to the form and details. Any parts of the apparatus and / or methods described herein may be combined in any combination, except for mutually exclusive combinations. The implementations described herein may include various combinations and / or partial combinations of the functions, components, and / or features of the various implementations described.

Claims

1. A step in which a driver assistance system currently controlling the movement of the first vehicle detects a traffic event outside the first vehicle; and In response to the detection of the traffic event by the driver assistance system, the driver assistance system confirms to the occupant in the first vehicle that the driver assistance system is taking action against the traffic event, wherein the confirmation includes physical feedback that the occupant can recognize. Equipped with, The physical feedback includes a first braking action for the first vehicle, The driver assistance system, upon detecting the traffic event, plans a second braking action to address the traffic event, and the first braking action precedes the second braking action and is at least instantaneously stronger. A method performed by a computer.

2. The method according to claim 1, further comprising the step of performing the second braking operation by the driving assistance system, wherein the second braking operation is performed after the confirmation has been made.

3. The method according to claim 1, wherein the second braking action is configured to allow the driver assistance system to deal with the traffic event even without the first braking action being performed.

4. A step of detecting an external traffic event of the first vehicle by a driver assistance system currently controlling the movement of the first vehicle; and In response to the detection of the traffic event by the driver assistance system, the driver assistance system confirms to the occupant in the first vehicle that the driver assistance system is taking action against the traffic event, wherein the confirmation includes physical feedback that the occupant can recognize. Equipped with, The physical feedback includes a first braking action for the first vehicle, The driver assistance system, upon detecting the traffic event, plans a second braking action to address the traffic event, and the first braking action precedes the second braking action. The first speed, which is the speed of the first vehicle when the first braking action is performed, is determined to ultimately equal the second speed, which is the speed of the first vehicle when the second braking action is performed to deal with the traffic event without the first braking action being performed before the second braking action. A method performed by a computer.

5. The method according to claim 4, wherein after the first velocity and the second velocity become equal, the first velocity subsequently becomes greater than the second velocity.

6. The method according to claim 5, wherein after the first velocity becomes greater than the second velocity, the first velocity and the second velocity eventually become equal again.

7. A step of detecting an external traffic event of the first vehicle by a driver assistance system currently controlling the movement of the first vehicle; and In response to the detection of the traffic event by the driver assistance system, the driver assistance system confirms to the occupant in the first vehicle that the driver assistance system is taking action against the traffic event, wherein the confirmation includes physical feedback that the occupant can recognize. Equipped with, The physical feedback includes a change in the first steering angle for the first vehicle, The driver assistance system, upon detecting the traffic event, plans a second steering angle change to address the traffic event, wherein the first steering angle change precedes the second steering angle change and is at least momentarily larger. A method performed by a computer.

8. The method according to claim 7, wherein the physical feedback further includes a third steering angle change that occurs immediately after the first steering angle change, the third steering angle change being substantially opposite to the first steering angle change.

9. A step of detecting an external traffic event of the first vehicle by a driver assistance system currently controlling the movement of the first vehicle; and In response to the detection of the traffic event by the driver assistance system, the driver assistance system confirms to the occupant in the first vehicle that the driver assistance system is taking action against the traffic event, wherein the confirmation includes physical feedback that the occupant can recognize. Equipped with, The physical feedback includes a change in the first steering angle for the first vehicle, The driver assistance system, upon detecting the traffic event, plans a second steering angle change to address the traffic event, and the first steering angle change precedes the second steering angle change. The first lateral offset when the first steering angle is changed is determined to ultimately equal the second lateral offset when the second steering angle is changed to address the traffic event without the first steering angle being changed before the second steering angle is changed. A method performed by a computer.

10. The method according to any one of claims 1 to 9, wherein the physical feedback includes increasing the tension of the seat belt for the passenger.

11. The method according to any one of claims 1 to 10, wherein the physical feedback includes moving a seat for the passenger in the first vehicle.

12. The method according to any one of claims 1 to 11, wherein the traffic event includes an object being located within the path of the first vehicle, or a second vehicle entering the path of the first vehicle.

13. In the processor, A procedure for detecting an external traffic event of the first vehicle using a driver assistance system currently controlling the movement of the first vehicle; and A procedure for confirming to an occupant in the first vehicle that the driver assistance system has detected the traffic event and that the driver assistance system is taking action against the traffic event, wherein the confirmation includes physical feedback that can be recognized by the occupant. Make it run, The physical feedback includes a first braking action for the first vehicle, The driver assistance system, upon detecting the traffic event, plans a second braking action to address the traffic event, and the first braking action precedes the second braking action and is at least instantaneously stronger. Computer program.

14. The processor includes: A procedure for detecting an external traffic event of the first vehicle using a driver assistance system currently controlling the movement of the first vehicle; and A procedure for confirming to an occupant in the first vehicle that the driver assistance system has detected the traffic event and that the driver assistance system is taking action against the traffic event, wherein the confirmation includes physical feedback that can be recognized by the occupant. Make it run, The physical feedback includes a first braking action for the first vehicle, The driver assistance system, upon detecting the traffic event, plans a second braking action to address the traffic event, and the first braking action precedes the second braking action. The first speed, which is the speed of the first vehicle when the first braking action is performed, is determined to ultimately equal the second speed, which is the speed of the first vehicle when the second braking action is performed to deal with the traffic event without the first braking action being performed before the second braking action. Computer program.

15. The processor includes: A procedure for detecting an external traffic event of the first vehicle using a driver assistance system currently controlling the movement of the first vehicle; and A procedure for confirming to an occupant in the first vehicle that the driver assistance system has detected the traffic event and that the driver assistance system is taking action against the traffic event, wherein the confirmation includes physical feedback that can be recognized by the occupant. Make it run, The physical feedback includes a change in the first steering angle for the first vehicle, The driver assistance system, upon detecting the traffic event, plans a second steering angle change to address the traffic event, wherein the first steering angle change precedes the second steering angle change and is at least momentarily larger. Computer program.

16. The processor includes: A procedure for detecting an external traffic event of the first vehicle using a driver assistance system currently controlling the movement of the first vehicle; and A procedure for confirming to an occupant in the first vehicle that the driver assistance system has detected the traffic event and that the driver assistance system is taking action against the traffic event, wherein the confirmation includes physical feedback that can be recognized by the occupant. Make it run, The physical feedback includes a change in the first steering angle for the first vehicle, The driver assistance system, upon detecting the traffic event, plans a second steering angle change to address the traffic event, and the first steering angle change precedes the second steering angle change. The first lateral offset when the first steering angle is changed is determined to ultimately equal the second lateral offset when the second steering angle is changed to address the traffic event without the first steering angle being changed before the second steering angle is changed. Computer program.

17. A driver assistance system for a vehicle, wherein the driver assistance system is A first means for detecting traffic events outside the vehicle while the driver assistance system is controlling the movement of the vehicle; and A second means for confirming to the occupant in the vehicle that the driver assistance system is taking action in response to the detection of the traffic event by the first means, wherein the confirmation includes physical feedback that can be recognized by the occupant. Equipped with, The physical feedback includes a first braking action for the vehicle, The driver assistance system, upon detecting the traffic event, plans a second braking action to address the traffic event, and the first braking action precedes the second braking action and is at least instantaneously stronger. Driver assistance system.

18. A driver assistance system for a vehicle, wherein the driver assistance system is: A first means for detecting traffic events outside the vehicle while the driver assistance system is controlling the movement of the vehicle; and A second means for confirming to the occupant in the vehicle that the driver assistance system is taking action in response to the detection of the traffic event by the first means, wherein the confirmation includes physical feedback that can be recognized by the occupant. Equipped with, The physical feedback includes a first braking action for the vehicle, The driver assistance system, upon detecting the traffic event, plans a second braking action to address the traffic event, and the first braking action precedes the second braking action. The first speed, which is the speed of the vehicle when the first braking action is performed, is determined to ultimately equal the second speed, which is the speed of the vehicle when the second braking action is performed to deal with the traffic event without the first braking action being performed before the second braking action. Driver assistance system.

19. A driver assistance system for a vehicle, wherein the driver assistance system is: A first means for detecting traffic events outside the vehicle while the driver assistance system is controlling the movement of the vehicle; and A second means for confirming to the occupant in the vehicle that the driver assistance system is taking action in response to the detection of the traffic event by the first means, wherein the confirmation includes physical feedback that can be recognized by the occupant. Equipped with, The physical feedback includes a change in the first steering angle for the vehicle, The driver assistance system, upon detecting the traffic event, plans a second steering angle change to address the traffic event, wherein the first steering angle change precedes the second steering angle change and is at least momentarily larger. Driver assistance system.

20. A driver assistance system for a vehicle, wherein the driver assistance system is: A first means for detecting traffic events outside the vehicle while the driver assistance system is controlling the movement of the vehicle; and A second means for confirming to the occupant in the vehicle that the driver assistance system is taking action in response to the detection of the traffic event by the first means, wherein the confirmation includes physical feedback that can be recognized by the occupant. Equipped with, The physical feedback includes a change in the first steering angle for the vehicle, The driver assistance system, upon detecting the traffic event, plans a second steering angle change to address the traffic event, and the first steering angle change precedes the second steering angle change. The first lateral offset when the first steering angle is changed is determined to ultimately equal the second lateral offset when the second steering angle is changed to address the traffic event without the first steering angle being changed before the second steering angle is changed. Driver assistance system.

21. The driver assistance system according to any one of claims 17 to 20, wherein the first means includes at least one of radar, lidar, camera, or ultrasonic sensor, and the second means includes at least one of the vehicle's steering system, the vehicle's brake system, the vehicle's seat belt tensioner, or the vehicle's seat motor.

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