Adaptive cruise control for a vehicle

Abstract

Examples of adaptively regulating the speed of a vehicle during cruise control mode are described herein. In an example, once a cruise control mode is activated, at least one of an object data and a camera data is monitored to detect presence of a target object in a vicinity of the vehicle. Based on the monitoring, upon detecting presence of the target object in vicinity of the vehicle, at least one of a distance between the vehicle and the target object and a time to a potential collision of the vehicle with the target object is determined. Thereafter, the target object is classified in one of a plurality of predefined zones based on at least one of the determined distance between the vehicle and the target object and the time to potential collision of the vehicle with the target object. Based on the classification of the target object, a current speed of the vehicle is selectively regulated.

Description

ADAPTIVE CRUISE CONTROL FOR A VEHICLETECHNICAL FIELD

[0001] The present subject matter relates, in general, to vehicle control systems, and more specifically, to approaches for adaptive speed regulation of a vehicle during cruise control mode based on real-time environmental monitoring.BACKGROUND

[0002] Cruise control systems, commonly integrated into various types of vehicles, enhance driver convenience and prevents accidents by automatically maintaining a steady speed without the need for continuous accelerator input from the driver. Drivers may activate cruise control using a button located on the steering wheel or via a dashboard. Once activated, the cruise control system takes over speed regulation, allowing the driver to remove their foot from the accelerator pedal.BRIEF DESCRIPTION OF DRAWINGS

[0003] The detailed description is provided with reference to the accompanying figures, wherein:

[0004] FIG. 1 illustrates an exemplary road environment depicting a vehicle approaching an object while cruise control is activated, in accordance with one implementation of the present subject matter;

[0005] FIG. 2 illustrates a block diagram depicting components comprised in a vehicle, in accordance with one implementation of the present subject matter;

[0006] FIG. 3 illustrates a detailed block diagram of a control unit, in accordance with one implementation of the present subject matter; and

[0007] FIG. 4 illustrates an exemplary method for adaptively changing a vehicle’s speed during cruise control based on environmental conditions detected by a plurality of sensors, in accordance with one implementation of the present subject matter.

[0008] Throughout the drawings, identical reference numbers designate similar, but not necessarily identical, elements. The figures are not necessarily to scale, and the size of some parts may be exaggerated to more clearly illustrate the example shown. Moreover, the drawings provide examples and / or implementations consistent with the description; however, the description is not limited to the examples and / or implementations provided in the drawings.DETAILED DESCRIPTION

[0009] Cruise control is a driving feature that allows a vehicle to maintain a constant speed without continuous input from a driver of the vehicle. The cruise control feature has become a standard feature in many vehicles, including cars, trucks, and motorcycles. In an example, in vehicles equipped with cruise control, drivers may activate the cruise control feature by pressing a button on a steering wheel or dashboard. Once activated, the cruise control feature takes over the task of maintaining the vehicle's speed, allowing the driver to remove their foot from the accelerator pedal. The cruise control feature is beneficial for reducing driver fatigue and for improving fuel efficiency by maintaining a steady speed.

[0010] In one example, the basic mechanism of cruise control is implemented by an Electronic Control Unit (ECU) of the vehicle that monitors the vehicle's speed through various sensors. When the cruise control is activated, the ECU compares a current speed of the vehicle with a default speed. Based on the comparison, if the vehicle's speed is determined to be deviating from the default speed, the ECU adjusts the speed of the vehicle by modulating the throttle input or engaging braking mechanisms to eitherincrease or decrease engine power accordingly. For example, when a vehicle equipped with cruise control encounters an uphill slope, the vehicle may begin to slow down due to the gradient of the slope. The ECU detects this decrease in speed via sensors and automatically adjusts the throttle to increase engine output, thereby maintaining the default speed. Conversely, when the vehicle travels downhill and begins to accelerate beyond the default speed, the ECU may reduce throttle input or apply light braking to bring the speed back to the desired level of default speed.

[0011] It may be noted that, conventional cruise control systems are primarily designed to maintain a fixed vehicle speed, without accounting for dynamic road or traffic conditions. While effective in ideal scenarios such as open highways, these systems exhibit several limitations in real-world environments. For example, such systems lack the ability to respond to fluctuating traffic patterns, which may pose safety risks in congested areas. Additionally, standard cruise control offers limited utility in urban settings due to frequent stops and variable speed zones. Furthermore, absence of integration of conventional cruise control systems with other vehicle subsystems, such as braking, further restricts their functionality.

[0012] Examples of adaptively regulating the speed of a vehicle during cruise control mode are described herein. In one example, the cruise control mode functions as a driver-assistance feature that allows the vehicle to maintain a set speed without requiring continuous input from the driver. This is particularly useful during long-distance travel on highways or open roads. The present subject matter introduces an enhanced cruise control mechanism that enables the vehicle to dynamically adjust its cruising speed based on real-time factors, such as the presence and movement of surrounding objects, road conditions, traffic signals, and applicable driving regulations. These adjustments are made by the vehicle’s control unit, which processes sensordata and visual inputs to determine whether the current speed should be maintained, reduced, or increased.

[0013] In operation, when a vehicle reaches a desired steady speed, usually on highways or open roads, and wants to maintain that speed, the cruise control mode is activated. In an example, this is usually done by pressing designated button on the steering wheel or dashboard. Once pressed, at least one of an object data and a camera data is monitored to detect presence of a target object in a vicinity of the vehicle. In an example, the object data includes position and movement information of one or more objects, such as vehicles, pedestrians, or obstacles. Meanwhile, the camera data includes visual information of the one or more objects, enabling identification and classification of nearby objects.

[0014] Based on the monitoring, upon detecting presence of the target object in vicinity of the vehicle, at least one of a distance between the vehicle and the target object and a time to a potential collision of the vehicle with the target object is determined. In an example, the distance measurement reflects the spatial gap between the vehicle and the target object, which is crucial for maintaining safe distance between the vehicle and the target object. The time to potential collision, on the other hand, indicates the estimated duration before the vehicle would reach the target object if both continue on their current trajectories.

[0015] Once determined, the target object is classified in one of a plurality of predefined zones based on at least one of the determined distance between the vehicle and the target object and the time to potential collision of the vehicle with the target object. In an example, each of the plurality of predefined zones is defined by predetermined thresholds corresponding to at least one of distance and time parameters. For example, an outer zone may be defined for objects that are at a considerable distance and pose no immediate threat, while a middle zone may include objects that are moderately close and requiremonitoring. An inner zone, on the other hand, may be designated for objects that are in close proximity or have a short time to potential collision, indicating a need for immediate action such as deceleration or braking.

[0016] As a result of the classification, a current speed of the vehicle is selectively regulated based on the classification of the target object in one of the plurality of predefined zones to achieve various objectives, such as maintaining safe following distances, complying with dynamic traffic conditions, responding to the presence of nearby vehicles or obstacles, and ensuring adherence to road-specific speed constraints. In an example, if the target object is classified in the outer zone, the current speed of the vehicle is maintained without any adjustments. If the target object is classified in the middle zone, an updated speed is determined based on various factors, including relative speed between the vehicle and the target object, current road conditions, and applicable traffic regulations. Lastly, if the target object is classified in the inner zone, various speed reduction measures, including deceleration and braking, are implemented to regulate the current speed of the vehicle. To achieve the same, one or more control signals may be generated and subsequently transmitted to one or more vehicle subsystems to selectively regulate the current speed of the vehicle.

[0017] To such an end, the present approaches provide an advancement over the existing technology by introducing a multi-zone detection technique that integrates data from one or more sources. This approach enables more precise and nuanced responses to the vehicle's environment. Further, by categorizing detected objects into predefined zones, the threats may be prioritized and vehicle speed is adjusted, accordingly, offering a more dynamic and responsive cruise control experience and potentially improving fuel efficient and traffic flow as well.

[0018] The manner in which the various submits of the vehicle communicate with each other to take a decision on adaptively regulating thecurrent speed of the vehicle is explained in detail with respect to FIGS. 1 -4. While aspects of the described approaches may be implemented in any number of different electronic devices, environments, and / or implementation, the examples are described in the context of the following example device(s). It may be noted that drawings of the present subject matter shown here are for illustrative purposes and are not to be construed as limiting the scope of the subject matter claimed.

[0019] FIG. 1 illustrates an exemplary road environment 100 including a vehicle 102 travelling along a roadway. The vehicle 102 may represent several types of vehicles, such as two-wheelers, cars, or trucks. As part of its onboard systems, the vehicle 102 is equipped with a control unit 104, which is responsible for managing and coordinating multiple vehicle functions, including cruise control operations, sensor data processing, and adaptive responses to external conditions.

[0020] In an exemplary scenario, the cruise control mode may be activated by the driver, when the vehicle 102 is travelling on a relatively straight and open stretch of road, such as a highway or a low-traffic urban route, where maintaining a consistent speed is desirable. In an example, the driver may initiate or activate the cruise control mode using designated controls located on the handlebars, steering wheel, or dashboard of the vehicle 102, depending on the specific vehicle configuration.

[0021] Once the cruise control mode is activated, the control unit 104 may assume responsibility for maintaining the vehicle’s speed without requiring continuous throttle input from the driver. During such cruise control mode, the control unit 104 may continuously monitor various sensor data to detect presence of an object in the vicinity of the vehicle 102. In an example, the control unit 104 may monitor at least one of an object data and a camera data to detect presence of a target object 106 in the vicinity of the vehicle 102. The object data includes position and movement related information of one or moreobjects which are present in surrounding of the vehicle 102. Further, the camera data includes visual information of the one or more objections which are present in surroundings of the vehicle 102.

[0022] In one example, the object data is generated by an object detection sensor that is installed on vehicle 102. Examples of such object detection sensor include, but are not limited to, RADAR (Radio Detection and Ranging), which uses radio waves to detect the distance and relative speed of nearby objects, LIDAR (Light Detection and Ranging), which employs laser pulses to create detailed three-dimensional maps of the surroundings, and ultrasonic sensors, which are typically used for short-range detection and are effective in low-speed scenarios. In some implementations, a combination of these sensors may be used to enhance detection accuracy and reliability across varying environmental conditions.

[0023] In parallel, the camera data is generated by a camera device mounted on the vehicle 102. The camera device captures visual information from the vehicle’s surroundings, including other vehicles, pedestrians, lane markings, traffic signs, and road conditions. The visual information complements the object detection sensor inputs by providing rich contextual information and enabling object classification and recognition. Together, the object data and camera data form a comprehensive perception system that supports the vehicle’s control unit in making informed decisions for safe and efficient operation.

[0024] Returning to the present example, based on the monitoring, upon detecting presence of the target object 106 in the vicinity of the vehicle 102, the control unit 104 may determine at least one of a distance (represented by reference numeral 108) between the vehicle 102 and the target object 106 and a time to a potential collision of the vehicle 102 with the target objection. For example, the distance 108 may be calculated using data from object detection sensors such as RADAR or LIDAR, which measure the spatial separationbetween the vehicle 102 and the target object 106 in real time. Such distance 108 helps the control unit 104 to assess whether the target object 106 is within a safe range or approaching a critical proximity. The time to potential collision, on the other hand, is derived by analyzing the relative speed and trajectory of both the vehicle 102 and the target object 106. By determining the time to potential collision, the control unit 104 may estimate how long it would take for the vehicle 102 to reach the target object 106 if both continue on their current paths.

[0025] Once determined, the control unit 104 may classify the target object 106 in one of a plurality of predefined zones based on the determination of the distance 108 and time to potential collision. In an example, each of the plurality of predefined zones is defined by predetermined thresholds corresponding to at least one of a distance and time parameters. For example, an outer zone 110 may be defined for objects located at a distance greater than 100 meters or with a time to potential collision exceeding 10 seconds, indicating minimal risk and no immediate action required. Further, a middle zone 112 could be defined for objects within a distance range of about 50 meters to 100 meters or with a time to collision of about 5 seconds to 10 seconds, suggesting moderate risk and prompting the control unit 104 to prepare for potential speed adjustment. Furthermore, an inner zone 114 may include objects within a distance range of about 25 meters to 50 meters or with a time to collision of about 3 seconds to 5 seconds, requiring possible deceleration and braking. These zones enable the control unit 104 to prioritize responses based on real-time proximity and urgency, thereby enhancing safety and operational control.

[0026] It is to be understood that the number of predefined zones described above, along with the associated distance and time thresholds, are merely exemplary and intended for illustrative purposes. Alternative implementations may define a different number of zones or apply varying threshold values for distance and time parameters, depending on specific system requirements ordesign considerations. Such variations may be adopted without departing from the scope or essence of the present subject matter.

[0027] Continuing further, based on the classification of the target object 106, the control unit 104 may selectively regulate a current speed of the vehicle 102. In an example, based on the classification, upon determining the target object 106 is classified in the outer zone 110, the control unit 104 may cause to maintain the current speed of the vehicle 102 without any adjustments. The target object 106 which is classified in this zone is considered to be at a sufficient distance or time buffer from the vehicle 102, therefore, no immediate action is deemed necessary.

[0028] In another example, upon determining that the target object 106 is classified in the middle zone 112, the control unit 104 may calculate an updated speed for the vehicle 102. Such calculation may be based on various operational and environmental factors, such as the relative speed between the vehicle 102 and the target object 106, prevailing road conditions, and applicable traffic regulations. Once the updated speed is determined, the control unit 104 may generate one or more control signals corresponding to the updated speed and transmits these signals to relevant vehicle subsystems, such as a throttle control, a brake control, and a motor control, which then act to regulate the current speed of the vehicle 102 in accordance with the updated parameters.

[0029] In yet another example, based on the classification, upon determining the target object 106 is classified in the inner zone 114, the control unit 104 cause to implement speed reduction measures. These measures may include at least one of deceleration and braking, depending on the proximity and urgency of the situation. The control unit 104 may issue corresponding control signals to the vehicle’s braking and throttle controls to reduce the vehicle’s speed and respond to the presence of the target object 106 in close proximity (The manner in which various components of the vehicle 102communicate with each other to adaptively regulate the speed of the vehicle 102 is further described in conjunction with FIGS. 2-3)

[0030] FIG. 2 illustrates a block diagram depicting various components of a vehicle 202 for detecting presence of an obstacle in the vehicle’s path and accordingly adjusting a speed of the vehicle 202 depending on its proximity, according to an example of the present subject matter. In an example, the vehicle 202, which is similar to the vehicle 102, includes a control unit 204, similar to control unit 104, for performing processes related to the functional aspects of vehicle 202, e.g., control unit 204 is to monitor the object data and camera data to detect presence of a target object, such as target object 106, in vehicle’s path and subsequently adjust the vehicle’s speed based on the position of the target object 106 with respect to the vehicle 202.

[0031] As illustrated in FIG. 2, the vehicle 202 is equipped with a set of interconnected components that collectively enable real-time speed regulation. Components include one or more object detection sensor(s) 206, which are configured to generate position and movement-related information of surrounding objects, and one or more camera device(s) 208, which capture visual information such as the location, type, and classification of nearby objects, road signs, and environmental features. Both the object detection sensor(s) 206 and camera device(s) 208 are connected to control unit 204, which serves as the decision-making hub of the system.

[0032] The control unit 204 continuously receives and processes data from the sensors and cameras to assess the vehicle’s surroundings and determine appropriate speed adjustments. Based on this analysis, the control unit 204 generates control signals and transmits them to various vehicle subsystems responsible for executing speed regulation. These subsystems include the throttle control 210, which modulates engine power to increase or decrease speed, the brake control 212, which applies braking force to reduce speedwhen necessary, and the motor control 214, which manages the operation of the electric motor to adjust propulsion in electric or hybrid vehicles.

[0033] Together, these components operate in coordination under the guidance of the control unit 204 to ensure that the vehicle 202 maintains an appropriate speed in response to dynamic road and traffic conditions. It is to be noted that the vehicle 202 may also include additional components not depicted in FIG. 2, which may further support or enhance vehicle’s functionality. Various components which may be included within the control unit 204 are depicted and explained in conjunction with FIG. 3.

[0034] FIG. 3 illustrates a detailed block diagram of a control unit, such as control unit 204, in accordance with an implementation of the present subject matter. As depicted in FIG. 3, the control unit 204 includes a processor 302, interface(s) 304, a memory(s) 306, and a data 308. The processor 302 may be implemented as microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and / or other devices that manipulate signals based on operational instructions. The interface(s) 304 may allow the connection or coupling of the control unit 204 with one or more other devices, through a wired (e.g., Local Area Network, i.e., LAN) connection or through a wireless connection (e.g., Bluetooth®, WiFi). The interface(s) 304 may also enable intercommunication between different logical as well as hardware components of the control unit 204.

[0035] The memory(s) 306 may be a computer-readable medium, examples of which include volatile memory (e.g., RAM), and / or non-volatile memory (e.g., Erasable Programmable read-only memory, i.e., EPROM, flash memory, etc.). The memory(s) 306 may be an external memory, or internal memory, such as a flash drive, a compact disk drive, an external hard disk drive, or the like. The memory(s) 306 may further include data which either may be utilized or generated during the operation of the control unit 204.

[0036] The data 308, on the other hand, includes an object data 310, a camera data 312, an object distance 314, a time to collision 316, a current speed 318, an updated speed 320, and other data 322. Further, the other data 322, amongst other things, may serve as a repository for storing data that is processed, or received, or generated as a result of the execution of instructions comprised in the control unit 204.

[0037] The control unit 204 may further include instruction(s) and a cruise control engine (not shown in FIG. 3). In an example, the instruction(s) are fetched from a memory and executed by a processor included within the control unit 204. The cruise control engine may be implemented as a combination of hardware and programming, for example, programmable instructions to implement a variety of functionalities. In examples described herein, such combinations of hardware and programming may be implemented in several different ways. For example, the programming for the cruise control engine may be executable instructions, such as instruction(s). Such instruction(s) may be stored on a non-transitory machine-readable storage medium which may be coupled either directly with the control unit 204 or indirectly (for example, through networked means). In an example, the cruise control engine may include a processing resource, for example, either a single processor or a combination of multiple processors, to execute such instructions. In the present examples, the non-transitory machine-readable storage medium may store instructions, that when executed by the processing resource, implement cruise control engine. In other examples, the cruise control engine may be implemented as electronic circuitry.

[0038] Further, in another example, the control unit 204 may be implemented within one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs),processors, controllers, micro-controllers, microprocessors, electronic devices, other electronic units designed to perform the functions described herein, or in combination thereof. For a firmware and / or software implementation, the methodologies may be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein.

[0039] In operation, when the vehicle 202 is travelling on a relatively straight and open stretch of road, such as a highway or a low-traffic urban route, where maintaining a consistent speed is desirable, the cruise control mode may be activated by the driver. In an example, the driver may initiate or activate the cruise control mode using designated controls located on the handlebars, steering wheel, or dashboard of the vehicle 202, depending on the specific vehicle configuration.

[0040] Once the cruise control mode is activated, the control unit 204 assumes responsibility for maintaining the vehicle’s speed without requiring continuous throttle input from the driver. During such cruise control mode, the control unit 204 continuously monitors various sensor data to detect presence of an object in a vicinity of the vehicle 202. In an example, the control unit 104 may monitor at least one of an object data, such as object data 310 and a camera data, such as camera data 312, to detect presence of a target objection, such as target object 106 in the vicinity of the vehicle 202.

[0041] The object data 310 includes position and movement related information of one or more objects which are present in surrounding of the vehicle 202. In an example, the object data 310 is generated by the object detection sensor(s) 206, such as RADAR, LIDAR, or ultrasonic sensors mounted on the vehicle 202. For example, the object data 310 may indicate the distance, relative speed, and trajectory of a nearby vehicle traveling in the same or adjacent lane. The object data 310 may also include information about static objects such as road barriers, signposts, or parked vehicles. The movement-related data helps in understanding whether an object isapproaching, receding, or maintaining a constant relative position with respect to the vehicle 202.

[0042] On the other hand, the camera data 312 includes visual information of the one or more objects which are present in surrounding of the vehicle 202. In an example, the camera data 312 is captured by one or more camera devices installed on the vehicle 202, typically positioned to monitor the front, rear, and sides. For example, the camera data may include images or video frames showing a pedestrian crossing the road, a traffic signal changing from green to red, or lane markings on the road surface. It may also capture visual cues such as the type of vehicle ahead (e.g., car, truck, motorcycle), road signs, or weather conditions like fog or rain. This visual data complements the object data by providing contextual and classification information that enhances the vehicle’s situational awareness.

[0043] Returning to the present example, based on the monitoring, the control unit 204 detects the presence of a target object 106 in the vicinity of the vehicle 202. For example, the target object 106 may be another vehicle traveling ahead in the same lane, a pedestrian crossing the road, or a stationary obstacle such as a traffic barrier. The detection is based on the combined analysis of object data 310, which provides positional and movement-related information, and camera data 312, which offers visual context and object classification.

[0044] Continuing further, upon detecting presence of the target object 106 in the vicinity of the vehicle 202, the control unit 104 may determine at least one of a distance (represented by reference numeral 108) between the vehicle 202 and the target object 106 (referred to as object distance 314) and a time to a potential collision of the vehicle 202 (referred to as time to collision 316) with the target object 106. In an example, the object distance 314 may be calculated using data from object detection sensors such as RADAR or LIDAR, which measure the spatial separation between the vehicle 202 and the targetobject 106 in real time. Such object distance 314 helps the control unit 204 to assess whether the target object 106 is within a safe range or approaching a critical proximity. The time to collision 316, on the other hand, is derived by analyzing the relative speed and trajectory of both the vehicle 202 and the target object 106. By determining the time to collision 316, the control unit 204 estimates how long it would take for the vehicle 202 to reach the target object 106 if both continue on their current paths.

[0045] Once determined, the control unit 204 may classify the target object 106 in one of a plurality of predefined zones based on the determined object distance 314 and the time to collision 316. In an example, each of the plurality of predefined zones is defined by predetermined thresholds corresponding to at least one of a distance and time parameters. As described above as well, the outer zone 110 may be defined for objects located at a distance greater than 100 meters or with a time to potential collision exceeding 10 seconds, indicating minimal risk and no immediate action required. Further, the middle zone 112 may be defined for objects within a distance range of about 50 meters to about 100 meters or with a time to collision of about 5 seconds to about 10 seconds, suggesting moderate risk and prompting the control unit 104 to prepare for potential speed adjustment. Furthermore, the inner zone 114 may include objects within a distance range of about 25 meters to about 50 meters or with a time to collision of about 3 seconds to 5 seconds, requiring possible deceleration and braking. These zones enable the control unit 204 to prioritize responses based on real-time proximity and urgency, thereby enhancing safety and operational control.

[0046] Continuing further, based on the classification of the target object 106, the control unit 204 selectively regulate a current speed, such as current speed 318 of the vehicle 102. In an example, based on the classification, upon determining the target object 106 to be classified in the outer zone 110, the control unit 104 may cause to maintain the current speed 318 of the vehicle202 without any adjustments. The target object 106 which is classified in this zone is considered to be at a sufficient distance or time buffer from the vehicle 202, therefore, no immediate action is deemed necessary.

[0047] In another example, upon determining that the target object 106 is classified in the middle zone 112, the control unit 204 may calculate an updated speed, such as updated speed 320, for the vehicle 202. Such calculation may be based on various operational and environmental factors, such as the relative speed between the vehicle 202 and the target object 106, prevailing road conditions, and applicable traffic regulations. Once the updated speed 320 is determined, the control unit 104 may generate one or more control signals corresponding to the updated speed 320 and transmits these signals to relevant vehicle subsystems, such as throttle control 210 and the motor control 214, which may subsequently act to regulate the current speed 318 of the vehicle 102 in accordance with the updated speed 320.

[0048] In yet another example, based on the classification, upon determining the target object 106 to be classified in the inner zone 114, the control unit 204 cause to implement speed reduction measures. These measures may include at least one of deceleration and braking, depending on the proximity and urgency of the situation. The control unit 104 may issue corresponding control signals to the vehicle’s braking control 212 and the throttle control 210 to reduce the vehicle’s speed and respond to the presence of the target object 106 in close proximity.

[0049] While the figures described above focus on detecting a single target object located directly in front of vehicle 202, the same principles can be extended to detect multiple target objects simultaneously and in any direction without deviating from the scope of the present subject matter.

[0050] FIG. 4 illustrates an example method 400 for dynamically changing a vehicle’s speed during cruise control based on environmental conditions detected by a plurality of sensors, in accordance with examples of the presentsubject matter. The order in which the above-mentioned methods are described is not intended to be construed as a limitation, and some of the described method blocks may be combined in a different order to implement the methods, or alternative method.

[0051] Furthermore, the above-mentioned methods may be implemented in a suitable hardware, computer-readable instructions, or combination thereof. The steps of such methods may be performed by either a system under the instruction of machine executable instructions stored on a non-transitory computer readable medium or by dedicated hardware circuits, microcontrollers, or logic circuits. For example, the methods may be performed by a control unit, such as the control unit 104 or control unit 204 of the vehicle, such as vehicle 102 or vehicle 202. Herein, some examples are also intended to cover non-transitory computer readable medium, for example, digital data storage media, which are computer readable and encode computer-executable instructions, where said instructions perform some or all the steps of the above- mentioned methods.

[0052] In an example, the method 400 may be implemented by the control unit 204 for detecting presence of a target object in vehicle’s path and subsequently selectively regulating vehicle’s speed based on the classification of the target object in one of a plurality of predefined zones. At block 402, activation of a cruise control mode is detected in a vehicle. In an example, when the vehicle 202 is travelling on a relatively straight and open stretch of road, such as a highway or a low-traffic urban route, where maintaining a consistent speed is desirable, the cruise control mode may be activated by the driver. In an example, the driver may initiate or activate the cruise control mode using designated controls located on the handlebars, steering wheel, or dashboard of the vehicle 202, depending on the specific vehicle configuration.

[0053] At block 404, at least one of an object data and a camera data is monitored. In an example, the control unit 204 assumes responsibility formaintaining the vehicle’s speed without requiring continuous throttle input from the driver. During such cruise control mode, the control unit 204 continuously monitors various sensor data to detect presence of an object in a vicinity of the vehicle 202. In an example, the control unit 104 monitors at least one of an object data, such as object data 310 and a camera data, such as camera data 312, to detect presence of a target objection, such as target object 106 in the vicinity of the vehicle 202.

[0054] The object data 310 includes position and movement related information of one or more objects which are present in surrounding of the vehicle 202. In an example, the object data 310 is generated by the object detection sensor(s) 206, such as RADAR, LIDAR, or ultrasonic sensors mounted on the vehicle 202. For example, the object data 310 may indicate the distance, relative speed, and trajectory of a nearby vehicle traveling in the same or adjacent lane. The object data 310 may also include information about static objects such as road barriers, signposts, or parked vehicles. The movement-related data helps in understanding whether an object is approaching, receding, or maintaining a constant relative position with respect to the vehicle 202.

[0055] On the other hand, the camera data 312 includes visual information of the one or more objections which are present in surrounding of the vehicle 202. In an example, the camera data 312 is captured by one or more camera devices installed on the vehicle 202, typically positioned to monitor the front, rear, and sides. For example, the camera data may include images or video frames showing a pedestrian crossing the road, a traffic signal changing from green to red, or lane markings on the road surface. It may also capture visual cues such as the type of vehicle ahead (e.g., car, truck, motorcycle), road signs, or weather conditions like fog or rain. This visual data complements the object data by providing contextual and classification information that enhances the vehicle’s situational awareness.

[0056] At block 406, based on the monitoring, presence of a target object in a vicinity of the vehicle is detected. In an example, based on the monitoring, the control unit 204 detects the presence of a target object 106 in the vicinity of the vehicle 202. For example, the target object 106 may be another vehicle traveling ahead in the same lane, a pedestrian crossing the road, or a stationary obstacle such as a traffic barrier. The detection is based on the combined analysis of object data 310, which provides positional and movement-related information, and camera data 312, which offers visual context and object classification.

[0057] At block 408, upon detecting presence of the target object, at least one of a distance between the vehicle and the target object and a time to a potential collision of the vehicle with the target object is determined. In an example, upon detecting presence of the target object 106 in the vicinity of the vehicle 202, the control unit 204 may determine at least one of a distance (represented by reference numeral 108) between the vehicle 202 and the target object 106 (referred to as object distance 314) and a time to a potential collision of the vehicle 202 (referred to as time to collision 316) with the target object 106. In an example, the object distance 314 may be calculated using data from object detection sensors such as RADAR or LIDAR, which measure the spatial separation between the vehicle 202 and the target object 106 in real time. Such object distance 314 helps the control unit 204 to assess whether the target object 106 is within a safe range or approaching a critical proximity. The time to collision 316, on the other hand, is derived by analyzing the relative speed and trajectory of both the vehicle 202 and the target object 106. By determining the time to collision 316, the control unit 204 estimates how long it would take for the vehicle 202 to reach the target object 106 if both continue on their current paths.

[0058] At block 410, the target object is classified in one of a plurality of predefined zones based on the determination. In an example, the control unit204 may classify the target object 106 in one of a plurality of predefined zones based on the determined object distance 314 and the time to collision 316. In an example, each of the plurality of predefined zones is defined by predetermined thresholds corresponding to at least one of a distance and time parameters. As described above as well, the outer zone 110 may be defined for objects located at a distance greater than 100 meters or with a time to potential collision exceeding 10 seconds, indicating minimal risk and no immediate action required. Further, the middle zone 112 could be defined for objects within a distance range of about 50 meters to 100 meters or with a time to collision of about 5 seconds to 10 seconds, suggesting moderate risk and prompting the control unit 204 to prepare for potential speed adjustment. Furthermore, the inner zone 114 may include objects within a distance range of about 25 meters to 50 meters or with a time to collision of about 3 seconds to 5 seconds, requiring possible deceleration and braking. These zones enable the control unit 204 to prioritize responses based on real-time proximity and urgency, thereby enhancing safety and operational control.

[0059] At block 412, based on the classification, a current speed of the vehicle is selectively regulated. In an example, based on the classification of the target object 106, the control unit 204 selectively regulate a current speed, such as current speed 318 of the vehicle 102. In an example, based on the classification, upon determining the target object 106 to be classified in the outer zone 110, the control unit 204 cause to maintain the current speed 318 of the vehicle 202 without any adjustments. The target object 106 which is classified in this zone is considered to be at a sufficient distance or time buffer from the vehicle 202, therefore, no immediate action is deemed necessary.

[0060] In another example, upon determining that the target object 106 is classified in the middle zone 112, the control unit 204 may calculate an updated speed, such as updated speed 320, for the vehicle 202. Such calculation may be based on various operational and environmental factors, such as the relativespeed between the vehicle 202 and the target object 106, prevailing road conditions, and applicable traffic regulations. Once the updated speed 320 is determined, the control unit 204 may generate one or more control signals corresponding to the updated speed 320 and transmits these signals to relevant vehicle subsystems, such as throttle control 210 and the motor control 214, which may subsequently act to regulate the current speed 318 of the vehicle 102 in accordance with the updated speed 320.

[0061] In yet another example, based on the classification, upon determining the target object 106 to be classified in the inner zone 114, the control unit 204 cause to implement speed reduction measures. These measures may include at least one of deceleration and braking, depending on the proximity and urgency of the situation. The control unit 104 may issue corresponding control signals to the vehicle’s braking control 212 and the throttle control 210 to reduce the vehicle’s speed and respond to the presence of the target object 106 in close proximity.

[0062] It may be noted that, approaches as described in the present subject matter enhance existing technology by introducing a multi-zone detection system that combines data from multiple sources. The integration of data from various sources, such as object detection sensors as well as camera devices, allows for more accurate and context-aware responses to the vehicle’s surroundings. By assigning detected objects to specific zones, potential threats may be prioritized, and the vehicle’s speed will be adjusted accordingly. Such approaches result in a more adaptive and intelligent cruise control experience, which may also contribute to improved fuel efficiency and smoother traffic flow.

[0063] Although implementations of present subject matter have been described in language specific to structural features and / or methods, it is to be noted that the present subject matter is not necessarily limited to the specific features or methods described. Rather, the specific features and methods aredisclosed and explained in the context of a few implementations for the present subject matter.

Claims

l / We Claim:1 . A control unit to: monitor at least one of an object data and a camera data to detect presence of a target object in a vicinity of a vehicle operating in a cruise control mode, wherein the object data comprises position and movement information and the camera data comprises visual information of the one or more objects in surroundings of the vehicle; based on the monitoring, upon detecting presence of the target object, determine at least one of a distance between the vehicle and the target object and a time to a potential collision of the vehicle with the target object; classify the target object in one of a plurality of predefined zones based on the determination, wherein each zone of the plurality of predefined zones is defined by predetermined thresholds corresponding to at least one of distance and time parameters; and based on the classification, cause to selectively regulate a current speed of the vehicle.

2. The control unit as claimed in claim 1 , wherein the object data is generated by an object detection sensor installed on the vehicle, wherein the object detection sensor is one of a radar, lidar, an ultrasonic sensor, or combination thereof and is configured to detect position and movement related information of one or more objects in surrounding of the vehicle.

3. The control unit as claimed in claim 1 , wherein the camera data is generated by a camera device installed on the vehicle, wherein the camera device is configured to capture visual information related to one or more objects in surrounding of the vehicle.

4. The control unit as claimed in claim 1 , wherein the plurality of predefined zones comprises an outer zone, a middle zone, and an inner zone, each defined based on at least one of a distance threshold and a time-to-collision estimate with respect to the vehicle.

5. The control unit as claimed in claim 1 , wherein based on the classification of the object: upon determining the detected object to be classified in the outer zone, maintain the current speed of the vehicle without any adjustments.

6. The control unit as claimed in claim 1 , wherein based on the classification of the object: upon determining the detected object to be classified in the middle zone, determine an updated speed based on the relative speed between the vehicle and the object, current road conditions, and applicable traffic regulations.

7. The control unit as claimed in claim 1 , wherein based on the classification of the object: upon determining the detected object to be classified in the inner zone, implement speed reduction measures comprising at least one of deceleration and braking to regulate the current speed of the vehicle.

8. The control unit as claimed in claim 1 , wherein the control unit is to: cause to generate one or more control signals to be transmitted to one or more vehicle subsystems to selectively regulate the current speed of the vehicle, wherein the one or more vehicle subsystems comprising at least one of a throttle control, a brake control, and a motor control.

9. A method comprising: monitoring at least one of an object data and a camera data to detect presence of a target object in a vicinity of a vehicle, wherein the object data comprises position and movement information and the camera data comprises visual information of the one or more objects in surroundings of the vehicle; based on at least one of the object data and the camera data, determining at least one of a distance between the vehicle and the target object and a time to a potential collision of the vehicle with the target object; classifying the target object in one of a plurality of predefined zones based on the determination, wherein each zone of the plurality of predefined zones is defined by predetermined thresholds corresponding to at least one of distance and time parameters; and based on the classification of the target object in one of the plurality of predefined zones, selectively regulating a current speed of the vehicle.

10. The method as claimed in claim 9, wherein the plurality of predefined zones comprises an outer zone, a middle zone, and an inner zone, each defined based on at least one of a distance threshold and a time-to-collision estimate with respect to the vehicle.

11. The method as claimed in claim 9, wherein based on the classification of the object: upon determining the detected object to be classified in the outer zone, maintaining the current speed of the vehicle without any adjustments.

12. The method as claimed in claim 9, wherein based on the classification of the object:upon determining the detected object to be classified in the middle zone, determining an updated speed based on the relative speed between the vehicle and the object, current road conditions, and applicable traffic regulations.

13. The method as claimed in claim 9, wherein based on the classification of the object: upon determining the detected object to be classified in the inner zone, implementing speed reduction measures comprising at least one of deceleration and braking to regulate the current speed of the vehicle.

14. A vehicle comprising: at least one of: an object detection sensor configured to generate an object data comprising position and movement information of one or more objects in surrounding of the vehicle; and a camera device configured to generate a camera data comprising visual information related to one or more objects in surrounding of the vehicle; a control unit, coupled to at least one of the object detection sensor and the camera device, wherein the control unit is to: monitor at least one of the object data and the camera data to detect presence of a target object in a vicinity of the vehicle; based on at least one of the object data and the camera data, determine at least one of a distance between the vehicle and the target object and a time to a potential collision of the vehicle with the target object; classify the target object in one of a plurality of predefined zones based on the determination, wherein each zone of the plurality ofpredefined zones is defined by predetermined thresholds corresponding to at least one of distance and time parameters; and based on the classification of the object in one of the plurality of predefined zones, selectively regulate a current speed of the vehicle.

15. The vehicle as claimed in claim 14, wherein the control unit is to: generate one or more control signals to be transmitted to one or more vehicle subsystems to selectively regulate the current speed of the vehicle, wherein the one or more vehicle subsystems comprising at least one of a throttle control, a brake control, and a motor control.

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