Driving Assistance Longitudinal Acceleration Control
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Solution Overview
Problem
Existing driving assistance systems for vehicles, such as G-Vectoring Control, do not adequately address the need for improved safety and driver comfort, particularly during cornering and winding road conditions, as they fail to effectively integrate longitudinal acceleration control with lateral acceleration and jerk data to mimic expert driving strategies.
Innovation Solution
A method and apparatus that continuously monitor or predict lateral acceleration and jerk, combining these with cruise control or adaptive cruise control to determine and control longitudinal acceleration, using a select-minimum approach to prioritize safer control values and incorporate curvature information for enhanced vehicle handling.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If G-Vectoring Control is used to control longitudinal acceleration based on lateral acceleration and jerk, then vehicle handling and cornering behavior are improved, but driver comfort and safety are not adequately enhanced
Solution Approach 1:
The patent combines G-Vectoring Control with Preview G-Vectoring Control and Adaptive Cruise Control into a unified control system. The longitudinal acceleration control integrates lateral acceleration and jerk data from GVC with predicted curvature information from PGVC and distance/speed data from ACC, creating a comprehensive control algorithm that simultaneously improves handling and ensures safety through multiple control strategies working together
Solution Approach 2:
The patent implements preview-based control by predicting future lateral acceleration and jerk values based on road curvature information ahead of the vehicle. This preliminary action allows the system to prepare appropriate longitudinal acceleration commands before the vehicle actually enters curved sections, improving both handling smoothness and safety by anticipating rather than reactively responding to road conditions
2Speed
If longitudinal acceleration is controlled solely based on current lateral acceleration and jerk, then response is immediate, but predictive capability for upcoming curves is lacking
Solution Approach 1:
The system uses road curvature information from navigation or map data to predict future lateral acceleration and jerk values before the vehicle reaches curved sections. This preliminary calculation of expected lateral motion parameters allows the control system to prepare appropriate longitudinal acceleration commands in advance, maintaining immediate responsiveness while incorporating forward-looking predictive capability
Solution Approach 2:
The patent adds a temporal dimension to the control by incorporating preview distance parameters. Instead of only considering current lateral acceleration and jerk, the system evaluates lateral motion parameters at future time points based on predicted vehicle position and road geometry, transforming the control from purely reactive to partially proactive while maintaining real-time responsiveness
3Adaptability or versatility
If multiple control algorithms (GVC, ACC, PGVC) are integrated, then comprehensive control is achieved, but system complexity increases
Solution Approach 1:
The patent divides the control system into distinct functional modules: a GVC module that processes current lateral acceleration and jerk, a PGVC module that predicts future lateral motion based on road curvature, and an ACC module that monitors distance and speed. Each module operates independently with its own control algorithm, and their outputs are combined through a weighted superposition mechanism, reducing overall system complexity through modular design
Solution Approach 2:
The control system is designed with a universal integration framework that can accommodate multiple control algorithms (GVC, PGVC, ACC) through a common longitudinal acceleration calculation structure. The system uses a unified weighted combination approach where different control strategies contribute to the final acceleration command based on their respective importance weights, allowing flexible integration without requiring separate complex control pathways for each algorithm
Data Source
Figure 1(a)~1(b)
Figure 2
Figure 3~4
AI summary
The present invention relates to methods and apparatuses for performing driving assistance for a controlled vehicle, involving determining a first longitudinal acceleration target value on the basis of a lateral acceleration of the controlled vehicle, determining a second longitudinal acceleration target value on the basis of a target speed of the controlled vehicle, determining a third longitudinal acceleration target value based on a minimum value of the first longitudinal acceleration target value and the second longitudinal acceleration target value, and controlling a longitudinal acceleration of the controlled vehicle on the basis of the determined third longitudinal acceleration target value.