Vehicle Trajectory Control Using Driving Corridor and Residual Path
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing driver assistance systems often require recalculation of a second target trajectory at each time point, discarding the original trajectory and leading to increased computing time and effort, noise-induced errors, and potential collisions or loss of driving comfort due to sensor noise.
Innovation Solution
A method where the actual vehicle trajectory is regulated using the original target trajectory if it remains within a determined driving corridor, with a residual trajectory being calculated and linked to the vehicle's position and direction, and only recalculating if the trajectory exits the corridor or significant deviations occur.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a second target trajectory is always calculated at each time point, then the trajectory control can be continuously updated, but computing time and effort increase
Solution Approach 1:
The patent applies local quality by differentiating between two trajectory segments: the already-traveled portion and the remaining portion. Only the remaining target trajectory is recalculated when needed, while the already-traveled segment is discarded. This selective recalculation reduces computing effort compared to recalculating the entire trajectory, while maintaining control accuracy for the relevant future path.
Solution Approach 2:
The patent implements partial action by calculating only the necessary portion of the trajectory (the remaining segment from current position to destination) rather than the complete trajectory from start to finish. This partial recalculation approach reduces computational load while providing sufficient accuracy for current control needs, avoiding the excessive computation of full trajectory recalculation.
2Adaptability or versatility
If the first target trajectory is discarded and a second target trajectory is calculated, then the control can adapt to current conditions, but noise-induced errors increase
Solution Approach 1:
The patent applies preliminary action by determining a driving corridor in advance based on current sensor data and vehicle state. This corridor serves as a pre-established boundary within which the remaining target trajectory is generated. By having this corridor ready before trajectory recalculation, the system constrains the solution space and reduces sensitivity to noise in the trajectory calculation process, while still allowing adaptation within safe boundaries.
3Reliability
If trajectory recalculation is performed frequently, then collision prevention can be improved, but computing effort increases
Solution Approach 1:
The patent reduces computing complexity by applying local quality to the recalculation process: only the remaining target trajectory (from current position to destination) is recalculated, not the entire trajectory. The already-traveled portion is discarded and not recomputed. This localized approach maintains collision prevention capability for the relevant future path while significantly reducing computational complexity compared to full trajectory recalculation.
Solution Approach 2:
The system performs partial recalculation of only the necessary trajectory segment (remaining portion) rather than the complete trajectory. This partial action provides sufficient collision prevention for the current operational context while avoiding the excessive computational burden of recalculating the entire path from origin to destination.
Data Source
Figure 1
Figure 2
Figure 3
AI summary
The invention relates to a method for operating a vehicle (301), wherein a first desired trajectory (403) is determined (101) at a first time, on the basis of which first desired trajectory an actual trajectory of the vehicle (301) is controlled (103), characterized in that, at a second time that lies temporally after the first time, it is checked (105) whether the actual trajectory of the vehicle (301) can be further controlled on the basis of the first desired trajectory (403) or not, the actual trajectory of the vehicle (301) being further controlled (107) on the basis of the first desired trajectory (403) if yes and a second desired trajectory being determined (109) if no, on the basis of which second desired trajectory the actual trajectory of the vehicle (301) is controlled (111). The invention further relates to a driver assistance system and to a computer program product.