WO2019089749A1

WO2019089749A1 - Control of vehicle platoon systems in response to traffic and route conditions

Info

Publication number: WO2019089749A1
Application number: PCT/US2018/058444
Authority: WO
Inventors: Radhika Cherukuru; Vivek A. Sujan; Phani Kiran VAJAPEYAZULA
Original assignee: Cummins Inc.
Priority date: 2017-10-31
Filing date: 2018-10-31
Publication date: 2019-05-09

Abstract

Platooning vehicles can result in operational advantages. The platooning formation of a vehicle platoon system is controlled in response to a proximity and speed of a disruptor relative to the platoon formation. The platoon system executes a maneuver to change a lane on a route on which the platoon system is travelling to accommodate the disruptor in response to the speed and location of the disruptor relative to the platoon system.

Description

CONTROL OF VEHICLE PLATOON SYSTEMS IN RESPONSE TO TRAFFIC AND

ROUTE CONDITIONS

Cross-Reference to Related Application:

[0001] This application claims the benefit of the filing date of U.S. Provisional

Application Ser. No. 62/579,383 filed on October 31 , 2017, which is incorporated herein by reference.

TECHNICAL FIELD

[0002] The present invention generally relates to platooning of vehicles, and more particularly, but not exclusively, to control of vehicle platoon system in response to traffic and route conditions.

BACKGROUND

[0003] Operating vehicles in a platoon arrangement remains an area of interest. Some existing systems have various shortcomings relative to certain applications.

Accordingly, there remains a need for further contributions in this area of technology.

SUMMARY

[0004] One embodiment of the present application is directed to methods, systems, apparatuses for control of platooning of vehicles in response to traffic and route conditions. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for control of vehicle platoons for lane changes and/or disruptions. Further embodiments, forms, features, aspects, benefits, and advantages of the present application shall become apparent from the description and figures provided herewith.

BRIEF DESCRIPTION OF THE FIGURES

[0005] FIG. 1 depicts an embodiment of a vehicle platoon system.

[0006] FIG. 2 depicts an embodiment of an apparatus useful to control operation of a vehicle platoon system.

[0007] FIGs. 3A-3B depict various platoon system and potential disruptor

arrangements.

[0008] FIG. 4 depicts a flow diagram of a procedure for managing the platoon system in view of a disruptor.

[0009] FIGs. 5A-5C depict various determinations of a time for communication of a lane change to the platoon system in view of the disruptor.

[0010] FIG. 6 depicts a flow diagram of a procedure for a lane change by the platoon system in view of the disruptor.

[0011] FIGs. 7A-7B depict various platoon system and disruptor arrangements for a potential cut-in disruptor.

[0012] FIG. 8 depicts a flow diagram of a procedure for managing the platoon system in view of the cut-in disruptor.

[0013] FIGs. 9A-9D depict various determinations of a time for communication of maneuvers to the platoon system to accommodate the cut-in disruptor.

[0014] FIG. 10 depicts a flow diagram of a procedure for a controlling maneuvers of the platoon system to accommodate the cut-in disruptor. DETAILED DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS

[0015] For the purposes of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. Any alterations and further modifications in the described embodiments, and any further applications of the principles of the invention as described herein are contemplated as would normally occur to one skilled in the art to which the invention relates.

[0016] With reference to FIG. 1 , there is illustrated a schematic view of an example vehicle platoon system 100 including a lead vehicle 101 a and a number of trail vehicles 101 b, 101 c, etc., which are collectively and individually referred to herein as a vehicle 101. Each of the vehicles 101 includes a powertrain 102, such as an internal combustion engine and/or electric motor/battery system, structured to generate power for the vehicle 101 . The vehicle 101 can sometimes be referred to as and is intended to cover a wide range of vehicles such as trucks, tractor-trailers, box trucks, busses, passenger cars, etc. The vehicles 101 illustrated in FIG. 1 are depicted as tractor trailers, but any type of vehicle is thus contemplated herein. Several vehicles 101 are illustrated in a platooning operation in which the vehicles act together to reduce overall fuel costs and improve operation. Although only three vehicle systems 101 are illustrated, any number of two or more vehicles can be used in a platoon system 100.

[0017] Platooning vehicles can be described as a state where a series of vehicles 101 are linked together by telematics or GPS where the control units or vehicles

communicate to transverse in a line as an operational cost efficient strategy. The lead vehicle 101 a may in some embodiments be equipped with aerodynamic capability (wind assist panels on cab & trailer, aerodynamic tractor body) that creates a laminar flow of air (tunnel effect) that greatly reduces air drag. In any embodiment, the distance between the lead vehicle 101 a and trail vehicle 101 b, and between adjacent trail vehicles 101 b, 101 c, is managed to be spaced close enough to take advantage of the "tunnel" effect and/or reduced aerodynamic drag forces and thus increase fuel economy. The vehicles 101 may be autonomous vehicles without a driver, or include a driver with an advanced driver assist system that directs or provides information to the driver to maneuver the vehicle 101 in the platoon system 100.

[0018] The present application provides methods, apparatuses and systems that determine maneuvers for the platoon system 100 in view of a stationary and/or mobile disruptor or disruptors. In certain embodiments, the platoon system 100 is maneuvered so that the disruptor is avoided and does not join the platoon system 100. In certain other embodiments, the disruptor is a cut-in disruptor and joins the platoon system 100 at the beginning, end, or middle of the platoon system 100.

[0019] One or more of the vehicles 101 can include an electronic controller 104 used to regulate various aspects of the platooning arrangement depicted in FIG. 1 and discussed herein. The electronic controller 104 can be a single device or alternatively composed of a number of separate devices acting in concert. The electronic controller 104 can be comprised of digital circuitry, analog circuitry, or a hybrid combination of both of these types. Also, the electronic controller 104 can be programmable, an integrated state machine, or a hybrid combination thereof. The electronic controller 104 can include one or more Arithmetic Logic Units (ALUs), Central Processing Units (CPUs), memories, limiters, conditioners, filters, format converters, or the like which are not shown to preserve clarity. In one form, the electronic controller 104 is of a programmable variety that executes algorithms and processes data in accordance with operating logic that is defined by programming instructions (such as software or firmware). Alternatively or additionally, operating logic for the electronic controller 104 can be at least partially defined by hardwired logic or other hardware.

[0020] Turning now to FIG. 2, there is illustrated an exemplary control system 130 including the electronic controller 104, and the control system 130 is useful to control various aspects of one or more platoon systems 100 and/or vehicles 101 within a platoon system 100, as well as the platooning techniques described herein. In one form an electronic controller 104 is included in each individual vehicle 101 , but in some forms the electronic controller 104 and/or control system 130 will be understood to be the collective control functionality as the vehicles 101 cooperate to platoon using the techniques described below.

[0021] The electronic controller 104 can include one or more of the following

(depending on the capabilities of any given vehicle 101 : an engine control module (ECM) 106, vehicle operator input (VOI) system 108, human-machine interface (HMI) system 1 10, GPS system 1 12, vehicle-to-X communication (V2X) system 1 14, vehicle proximity sensor (VPS) system 1 16, and a calibration interface 1 18 which supports communication with an electronic system calibration tool. It shall be appreciated that VOI system 108 is an example of a system structured to provide operator input via one or more vehicle controls that is used to control the vehicle. It shall be further

appreciated that systems 1 10, 1 12, 1 14, 1 16, and 1 18 are examples of systems that are structured to receive information from a source external to a vehicle which relates to vehicle environment factors, location factors, mission factors, warranty factors, operator- specified factors, and/or fleet-specified factors. Electronic controller 104 may also include a number of additional or alternate systems and/or additional or alternate inputs.

[0022] VOI system 108 provides information pertaining to vehicle operator control commands to ECM 106. The provided information may include brake pedal position information, accelerator pedal position information, cruise control setting information, and other information provided by a vehicle operator via one or more vehicle control devices or systems. ECM 106 may process the received information to determine additional information including, for example, brake pedal position rate of change information, brake pedal actuation frequency information, accelerator pedal position rate of change information, and accelerator pedal actuation frequency information. In certain embodiments such additional information may be determined by VOI system 108 prior to being provided to ECM 106.

[0023] ECM 106 may utilize the information received from platoon system 100 in determining commands for controlling various operational aspects of the vehicle 101 , for example, engine control commands, fueling control commands, transmission shift commands, and brake actuation commands, among others.

[0024] HMI system 1 10 includes a human-machine interface through which a vehicle operator or another person may provide additional information from a source external to the vehicle system. The human-machine interface may comprise a touch screen display, keypad or other device through which information may be input. The human- machine interface may also comprise a wireless communication system allowing a person remote from the vehicle to input information. The provided information may include information relating to the existence and/or duration of extended idle conditions, mission performance parameters (e.g., mission route, mission length, length or duration of certain mission activities, platooning or convoying opportunities, route planning, and weather or traffic planning), requirements for shore power (e.g., auxiliary power unit (APU) devices such as no-idle climate control systems or other power take off (PTO) devices), and warranty information, among other information.

[0025] GPS system 1 12 provides information pertaining to vehicle location to ECM 106. The vehicle location information may be received by a receiver of vehicle 101 as a wireless signal from a satellite-based global positioning system. The received

information may be provided to ECM 106 in the form received or may be pre-processed to decode or change the format or organization of the received information.

[0026] V2X system 1 14 provides information received from one or more external sources to ECM 106. The information may be received by a receiver or transceiver of system 1 14 as a wireless communication signal from a variety of different sources equipped with a wireless transmitter or transceiver including, for example, other vehicles, traffic lights and other traffic signals, utility grid devices or systems, stationary transceivers in communication with other communication networks and remote servers or human-staffed computing systems also in communication with the other

communication networks. The provided information may include information related to road or traffic signal conditions, information related to weather conditions, information related to warranty factors, information related to operator-specified factors including, for example, fuel cost, DEF cost, fuel availability, fuel agreements, sociability constraints, peak performance requests, on/off-road use, information related to fleet- specified factors including, for example, emissions banking and credit trading, load management, and customer or fleet operator preferences.

[0027] V2X system 1 14 may be utilized in connection with intelligent transport systems (ITS) which comprise systems that integrate of information and communication technologies with transportation infrastructure to improve economic performance, safety, mobility and environmental sustainability. An exemplary ITS system includes three operational layers: a data collection layer, a data aggregation and translation layer and an information dissemination layer. The data collection layer may include one or more elements of electronic control system 104 as well as devices and systems on a plurality of vehicles 101 which sense and transmit data associated with a plurality of vehicles at particular geographical locations. The data collection layer may further include sensors, cameras and other data sources which are fixed relative to a roadway, or information from sensors, cameras and other data sources which are provided on surveillance vehicles such as satellites, planes and helicopters.

[0028] The data aggregation and translation layer comprises one or more computer based systems such as control system 130 which receive and aggregate data from the data collection layer devices and process the received data to provide information about one or more roadway or traffic conditions. In certain aspects, the received data may include information about road grade, vehicle rate of speed, or change in rate of speed at particular locations which may be aggregated and processed to determine traffic speed over a given segment of roadway. In other aspects, information about weather conditions such as wind speed, precipitation and road conditions may be derived. [0029] The information dissemination layer may include one or more elements of electronic controller 104 as well as devices and systems on a plurality of vehicles 101 which receive information transmitted from the data aggregation and translation layer. The received information may include road grade information, information about traffic speed over a given segment of roadway, as well as information about weather conditions such as wind speed, precipitation and road conditions may be derived. ITS information from one or more of the foregoing layers may be received by system 1 14 and provided to ECM 106.

[0030] Proximity sensor system 1 16 provides information pertaining to other vehicles or objects within a sensor range to the vehicle and/or ECM 106. The provided information may include distance to one or more vehicles 101 or objects in sensor range, velocity of one or more vehicles 101 or objects in sensor range and acceleration of one or more vehicles 101 or objects in sensor range. ECM 106 can include a powertrain controller 120. ECM 106 may also include additional or alternate controllers including, for example, transmission controllers, aftertreatment system controllers and vehicle system controllers, among others. ECM 106 is structured to provide one or more inputs received from systems 108, 1 10, 1 12, 1 14, 1 16, and 1 18 to the powertrain controller 120 and/or to another controller such as an aftertreatment controller 122.

[0031] Powertrain controller 120 may be structured to control a number of aspects of the operation of the powertrain 102 and other associated elements of vehicle 101 including, for example, air handling, provision of a first fuel type, battery state-of-charge, electric motor operation, among others. Aftertreatment controller 122 may be structured to control a number of aspect of the operation of an aftertreatment system 124 and associated elements of vehicle 101 .

[0032] One or more of the aforementioned systems (ECM, VOI, HMI, GPS, V2X, VPS, calibration interface, engine controller, aftertreatment controller), and/or other useful systems, can be used to exchange information between the vehicles 101 participating in the vehicle platoon system 100 via control system 130. In one non-limiting

embodiment, the systems mentioned above and/or other useful systems can be used to determine a potential disruptor to the platoon system 100, whether a maneuver is needed to accommodate the disruptor, and communicate the maneuver to the vehicles 101 in the platoon. Such information can be useful in platoon formation management, such as all or a portion of the vehicles 101 in the platoon system 100 changing a lane, slowing in speed, increasing in speed, adjusting a distance between vehicles 101 within the platoon system 100 to accommodate the disruptor, or forming a new platoon system with a subset of the vehicles 101 and the disruptor.

[0033] Referring to FIGs. 3A-3B, there is shown various scenarios for potential disruptor(s) 150a, 150b (also referred to individually and collectively as disruptor 150) relative to a platoon system 100 that may require the platoon system 100 to change lanes on a route 160. Route 160 includes, for example, a roadway with an entrance ramp 162 and first and second lanes 164, 166. However, any suitable configuration for route 160 is contemplated, including an off-road route, a single lane, more than two lanes, exit ramps, entrance ramps, merging lanes, etc.

[0034] In FIG. 3A, at time to disruptor 150b is ahead of the platoon system 100 and not on the route 160, such as being located on entrance ramp 162, or ahead of platoon system 100 in the same lane 164, as shown by disruptor 150a. At time t_n platoon system 100 has changed lanes to lane 166 to pass disruptor 150a or 150b in lane 164.

[0035] In FIG. 3B, at time to disruptor 150 is behind the platoon system 100 on the route 160 in the same lane 166. At time t_n platoon system 100 has changed lanes to lane 164 and disruptor 150 passes platoon system 100 in lane 166. It is contemplated the disruptor 150 could be another vehicle or a road condition causing a lane change. Platoon system 100 can also change lanes due to a desire to slow the platoon speed and/or allow vehicles to pass.

[0036] FIG. 4 depicts a procedure 400 for determining a maneuver of platoon system 100 in view of disruptor 150 in FIGs. 3A-3B. The procedure 400 contemplates determining a reason or reasons to switch lanes, determine the appropriate time to communicate the lane change to the platoon system 100, determine the execution of the lane change, and adjust the vehicles 101 within the platoon system 100 to maintain a desired spacing for platooning benefits after the lane change.

[0037] Procedure 400 includes determining the location, proximity and/or type of a potential disruptor in operations 402, 404, 406. In operation 402, the disruptor 150 is determined to be ahead of the platoon system 100 while platoon system 100 is in the slow lane 164. In operation 404, the disruptor 150 is determined to be behind the platoon system 100 while platoon system 100 is in the fast lane 166. In operation 406, the disruptor 150 is determined to be ahead of the platoon system 100 and is stationary, forcing the platoon system 100 to change lanes. From operation 406, procedure 400 continues at a procedure 600, discussed further below with reference to FIG. 6. [0038] From operation 402 in which the potential disruptor 150 is determined to be ahead of platoon system 100, procedure 400 continues at operation 408 to evaluate the relative speed of the disruptor 150 relative to platoon system 100. If it is determined at operation 410 the disruptor speed is slower than the optimal or desired speed of platoon system 100, the procedure 400 continues at procedure 600. If it is determined at operation 412 the disruptor speed is faster than the optimal or desired speed of platoon system 100, the procedure 400 continues at operation 414 and maintains the platoon system 100 in the same lane and continues to monitor the relative speed of the disruptor 150 and the platoon system 100.

[0039] From operation 404 in which the potential disruptor 150 is determined to be behind platoon system 100, procedure 400 continues at operation 416 to evaluate the relative speed of the disruptor 150 relative to platoon system 100. If it is determined at operation 418 the disruptor speed is higher than the optimal or desired speed of platoon system 100, the procedure 400 continues at procedure 600. If it is determined at operation 420 the disruptor speed is slower than the optimal or desired speed of platoon system 100, the procedure 400 continues at operation 422 and maintains the platoon system 100 in the same lane and continues to monitor the relative speed of the disruptor 150 and the platoon system 100.

[0040] FIG. 5A shows one example of a procedure 500 for determining the time for platoon system 100 to change lanes in view of a stationary disruptor 150. If the platoon system 100 is traveling at an optimal speed v, then the time taken to execute lane change for one vehicle 101 is t, = — -— , where / is the amount of lateral distance a¹ v*cos(0)

covered by the vehicle to complete the lane change and Θ is the steering angle as shown in FIG. 5A. Nominally / is equal to a lane width. However, in the worst case, / could be as high as two lane widths if a vehicle is moving from one end of the lane to the opposite end of the other lane.

[0041] During this time ti, vehicle 101 moves forward by a distance d_x = v * sin e * t . Time ti only reflects the actual time taken to execute the lane change and not the time taken fe) to check for safety before executing the lane change, during which time the vehicle would have traveled an additional distance of d₂ = v * t₂. This means that the vehicle 101 travels di + d∑ to complete a lane change. For a total of N vehicles, the total time taken is ^* Hi) while the platoon travels ^*(di+d2). So, the platoon system 100 needs to be able to identify a stationary disruptor that is ahead by at least a total distance D of ^*(di+d2) to keep its optimal speed, and communicate the decision N^*(f? +f2) seconds before the actual lane change maneuver starts.

[0042] FIG. 5B shows one example of a procedure 502 for platoon system 100 to change lanes in a sequential manner to account for a moving disruptor 150 ahead of the platoon system 100. If the platoon system 100 is traveling at an optimal speed v, then the time taken to execute lane change for one vehicle is = — -— , where / is the a¹ v*cos(0)

amount of lateral distance covered by the vehicle 101 to complete the lane change and Θ is the steering angle as shown in FIG. 5B.

[0043] During this time, the vehicle 101 moves forward by a distance d_x = v * sin e * t . Time ti only reflects the actual time taken to execute the lane change and not the time taken fe) to check for safety before executing the lane change, during which time the vehicle 101 would have traveled an additional distance of d₂ = v * t₂. This means that the vehicle 101 travels di + d_∑ to complete a lane change. During this time a disruptor 150, ahead of platoon by distance D moving at speed Vd , has traveled

[0044] For a total of N vehicles in platoon system 100, the total time taken for the lane change is *(ti+t2) while the platoon travels *(di+d2) and the disruptor 150 has traveled N*^^ + t₂). The platoon system 100 needs to be able to identify a moving disruptor 150 early enough so *{di+d2) < D+ N^^t_j + t₂) or N(l * tan(0) + v * t₂) <

D + N*i7_d (— h ). This can be solved for t2 as a function of D, which can then be u Vv*cos(0)

used to determine *(ti+t2) and total time before which communication to platoon system 100 needs to begin to complete the lane change.

[0045] FIG. 5C shows one example of a procedure 504 for platoon system 100 to change lanes in a sequential manner to account for a moving disruptor 150 behind the platoon system 100. If the platoon is traveling at an optimal speed v, then the time taken to execute lane change for one vehicle 101 is t, = — -— , where / is the amount a¹ v*cos(0)

of lateral distance covered by the vehicle to complete the lane change and Θ is the steering angle as shown in FIG. 5C.

[0046] During this time, the vehicle moves forward by a distance d_x = v * sin Θ * t . Time ti only reflects the actual time taken to execute the lane change and not the time taken fe) to check for safety before executing the lane change, during which time the vehicle would have traveled an additional distance of d₂ = v * t₂. This means that the vehicle 101 travels di + ck to complete a lane change. During this time a disruptor 150, trailing the platoon system 100 by distance D moving at speed ¾ , has traveled [0047] For a total of N vehicles 101 in the platoon system 100, the total time taken for the lane change is *(ti+t2) while the platoon travels *(di+d2) and the disruptor 150 has traveled + t₂). So, the platoon system 100 needs to be able to identify a moving disruptor 150 early enough such that *(di+d2) + D > Ν^*¾¾ + t₂) or N(l * tan(0) + v * t₂) + D > N*i7_d (— - h t₂ ). This can be solved for t∑ as a function of D,

^{Δ u} Vv*cos(0)

which can then be used to determine *(ti+t2) and total time before which

communication to platoon system 100 needs to begin for the lane change.

[0048] Referring to FIG. 6, a procedure 600 is shown for platoon system 100 to execute a lane change and adjust the platoon formation to maintain a critical or desired distance between vehicles 101 to enable the platooning benefits. Procedure 600 includes an operation 602 to identify a safe environment to execute a lane change. Procedure 600 continues at operation 604 in which the platoon leader (vehicle 101 a) makes the lane change in response to the lane change environment being determined as safe. Procedure 600 also includes an operation 606 in which the speed of the platoon leader vehicle is changed if warranted by the new lane.

[0049] From operation 606 procedure 600 continues at operation 608 where a platoon soldier (vehicles 101 b, 101 c, etc.) determines if a safe environment exists for a lane change. If the lane change environment is determined to not be safe at operation 608, the platoon soldier vehicle waits to execute the lane change at operation 610 and proceeds at operation 612 or operation 614. At operation 612, if sufficient time is not available for the lane change, the platoon soldier vehicle or vehicles slow down or stop if in the slow lane 164. At operation 614, if sufficient time is not available for the lane change, the platoon soldier vehicle or vehicles maintain speed if in the fast lane 166 until it is safe to change lanes.

[0050] If the lane change environment is determined to be safe at operation 608, procedure 600 continues at operation 616 in which the platoon soldier vehicle or vehicles executes the lane change. Procedure 600 continues at operation 618 in the speed and distance between the vehicles in the changed lane is adjusted behind the platoon lead vehicle for optimal platooning.

[0051] In procedure 600, a serial execution of lane changes by each of the vehicles 101 in the platoon system 100 is described and conducted as an individual process by each vehicle 101 . In other embodiment, the entire platoon system 100 shifts lanes together in a coordinated manner. However, the ability to execute a lane change together may be limited or unfeasible due to traffic, so a sequential lane change is also contemplated.

[0052] Information regarding the speed and location of a moving disruptor 150 can be communicated via any suitable vehicle-to-vehicle communication protocol, or estimated by vehicle sensors such as vehicle speed sensors, radar, etc. Information regarding the location of a static disruptor 150, such as the end of a lane or road hazard, can be communicated through any suitable vehicle to infrastructure communication protocol. Such information can also be relayed through other vehicles on the same route that flag static conditions.

[0053] In yet another embodiment, the disruptor 150 is internal to the platoon system 100. For safety reasons, the platoon solder vehicles 101 b, 101 c, etc. can decide to change lanes even if the platoon lead vehicle 101 a does not due to, for example, the lead vehicle 101 a being impaired. The platoon solder vehicles can thus change lanes to avoid an unsafe event in this scenario even if the platoon lead vehicle does not change lanes.

[0054] Referring now to Figs. 7A-7B, there is shown a disruptor 150 that is outside the platoon system 100 where the disruptor 150 joins or cut-in on the platoon system 100. In FIG. 7A, at time to disruptor 150 is ahead of the platoon system 100 and not on the route 160, such as being located on entrance ramp 162 with platoon system 100 in the slow lane 164. At time t_n platoon system 100 has re-formed in the slow lane 164 to form a modified platoon system 100' that accommodated disruptor 150 within the platoon system 100'.

[0055] In FIG. 7B, at time to disruptor 150 is beside the platoon system 100 on the route 160 with the disruptor 150 in slow lane 164 and platoon system 100 in the fast lane 166. At time t_n platoon system 100 has separated into a first sub-platoon system 100a and a second sub-platoon system 100b. Disruptor 150 is accommodated as the lead vehicle in sub-platoon system 100b. It is contemplated the disruptor 150 may or may not be accommodated as part of the platoon or sub-platoon system depending on the health of the disruptor. In certain embodiments, the platoon system 100 evaluates the health of a disruptor and may extend an invitation for disruptor 150 to join the platoon system 100.

[0056] FIG. 8 depicts a procedure 800 for determining a maneuver of platoon system 100 in view of disruptor 150 in FIGs. 7A-7B. The procedure 800 contemplates determining to accommodate a cut-in type of disruptor 150 by increasing the platoon speed, decreasing the platoon speed, accommodating the disruptor 150 within the platoon system 100, or separating the platoon system into sub-platoons.

[0057] Procedure 800 includes determining the location or proximity of a potential disruptor 150 in operations 802, 804, 806. In operation 802, the disruptor 150 is determined to be ahead of the platoon system 100. In operation 804, the disruptor 150 is determined to be behind the platoon system 100. In operation 406, the disruptor 150 is determined to be beside the platoon system 100 and indicating a desire to move to the same lane as the platoon system 100. From operation 806, procedure 800 continues at a procedure 1000, discussed further below with reference to FIG. 10.

[0058] From operation 802 in which the potential disruptor 150 is determined to be ahead of platoon system 100, procedure 800 continues at operation 808 to evaluate the relative speed of the disruptor 150 relative to platoon system 100. If it is determined at operation 810 the disruptor speed is slower than the optimal or desired speed of platoon system 100 and indicates an intent to join platoon system 100, the procedure 800 continues at procedure 1000 discussed with reference to FIG. 10. If it is determined at operation 812 the disruptor speed is faster than the optimal or desired speed of platoon system 100 indicating no disruption to platoon system 100, the procedure 800 continues at operation 814 and maintains the platoon system 100 in the same lane and continues to monitor the relative speed of the disruptor 150 and the platoon system 100.

[0059] The intent of the disruptor 150 to join the platoon system 100 can be

communicated and/or inferred. For example, the intent of the disruptor 150 to switch lanes can be provided by one or more of a vehicle indicator (turn signal), vehicle-to- vehicle communications, and sensors (radar/lidar) on the platoon which infer intent based on disruptor movements or road, traffic and/or weather conditions. For example, a disruptor 150 on a merging lane will be likely to move into the same lane as the platoon system 100 even if an intent to move into the lane is not communicated directly by the disruptor 150.

[0060] From operation 804 in which the potential disruptor 150 is determined to be behind platoon system 100, procedure 800 continues at operation 816 to evaluate the relative speed of the disruptor 150 relative to platoon system 100. If it is determined at operation 818 the disruptor speed is higher than the optimal or desired speed of platoon system 100 and indicates a desire to join the platoon system 100, the procedure 800 continues at procedure 1000. If it is determined at operation 820 the disruptor speed is slower than the optimal or desired speed of platoon system 100, the procedure 800 continues at operation 822 and maintains the platoon system 100 in the same lane and continues to monitor the relative speed of the disruptor 150 and the platoon system 100.

[0061] Referring to Fig. 9A, there is shown a procedure 900 for determining the appropriate time to communicate to platoon system 100 to accommodate a disruptor 150 that is ahead of the platoon system and not on the route 160. If the platoon system 100 is traveling at an optimal speed v_p, then the time taken to reach an entry ramp point that is distance D away is t = A disruptor 150 that is trying to enter the route 160 from entrance ramp 162 at the same entry ramp point, traveling at a speed v¾ for a distance d would take time t₂ = — .

vd

[0062] If the platoon system 100 has N vehicles 101 that span a total length of /_pthen the platoon system 100 would pass the ramp entry point by time t = tl + If ti> t, the disruptor 150 would enter the lane 164 of route 160 behind the platoon system 100. If t2 < ti then the disruptor 150 would enter the lane 164 of route 160 ahead of the platoon system 100.

[0063] For ti < t∑< t, the disruptor 150 will end up disrupting the platoon system 100. Specifically, the disruptor 150 would impact a solider vehicle in the platoon system 100 located at position n, where n is determined by tl + ^t-1 < t2 < tl + ^t-1 , li being vp vp

the length of the i^th solider vehicle in the platoon system 100 along with the clearing distance ahead of the soldier vehicle.

[0064] Speed ¾ may not be a constant as the disruptor 150 is typically accelerating to a higher speed. The rest of the equations still stand with the exception of being determined by d = vd * t2 + ^ * ad * tf . The distance d, D and speed Vd can be estimated using a combination of sensors on the platoon system 100 and the disruptor 150 or by communication from the disruptor 150 to the platoon system 100 through a vehicle-to-vehicle communication protocol.

[0065] Referring to Fig. 9B, there is shown a procedure 902 for determining the appropriate time to communicate to platoon system 100 to accommodate a disruptor 150 that is ahead of, beside or behind the platoon system 100 that intends to join the same lane as platoon system 100. Fig. 9B shows the disruptor 150 ahead of the platoon system 100, but the same determinations apply for a disruptor beside or behind the platoon system 100. A disruptor 150 that is trying to switch lanes by a distance d, traveling at a speed Vd would take time t₂ = If the platoon is traveling at an optimal speed v_p, the time taken to reach the disruptor lane switch point which is distance "D" away is t, = — .

vp [0066] If the platoon system 100 has N vehicles 101 that span a total length of /pthen the platoon system 100 would pass the disruptor lane switch point by time t = tl +

If t_∑< ti, then the disruptor 150 would enter the lane 166 ahead of the platoon system 100. If t_∑ > t, then the disruptor 150 would enter the lane 166 behind the platoon system 100.

[0067] For t < t_∑ < ti, the disruptor 150 will end up disrupting the platoon system 100. Specifically, the disruptor 150 would impact a solider vehicle in the platoon system 100 located at position n, where n is determined by tl + ^t-1 < t2 < tl + ^t-1 , /,· being vp vp

the length of the i^th solider in the platoon system 100 along with the clearing distance ahead of the soldier vehicle.

[0068] Speed ¾ may not be a constant as the disruptor could be accelerating while switching lanes. The rest of the equations still stand with the exception of being determined by d = vd * tl + ^ * ad * tf . In some cases distance d may be the distance traveled by the disruptor 150 during a lane change e.g., d = I * tan θ , where / is the lateral distance traveled during lane change and Θ is the steering angle during lane change. For safety, d can be bounded by this estimate.

[0069] Referring to Fig. 9C, there is shown a procedure 904 for determining the appropriate time to communicate to platoon system 100 to accommodate a disruptor 150 that is behind the platoon system 100 that intends to join the same lane as the platoon system 100. A disruptor 150 that is trying to switch lanes by a distance d, traveling at a speed Vd would take time t₂ = If the platoon system 100 is traveling at an optimal speed v_p, the time taken to reach the disruptor lane switch point which is distance D away is t, = — .

vp

[0070] If the platoon system 100 has N vehicles 101 that span a total length of /_pthen the platoon would pass the disruptor lane switch point by time t = tl + If t∑< ti, then the disruptor 150 would enter the lane 166 ahead of the platoon system 100. If > t, then the disruptor 150 would enter the lane 166 behind the platoon system 100. For the situation where t < t∑< ti, the disruptor 150 will end up disrupting the platoon system 100. Specifically, the disruptor 150 would impact a solider vehicle in the platoon system y^ ii Y _ ii

100 located at position n, where n is determine by tl + < t2 < tl + ^¹^— , // vp vp being the length of the i^th solider vehicle in the platoon system 100 along with the clearing distance ahead of the soldier vehicle.

[0071] Speed ¾ may not be a constant as the disruptor 150 could be accelerating while switching lanes. The rest of the equations above still stand with the exception of t∑ being computed by d = vd * t2 + ^ * ad * tf .

[0072] Referring to Fig. 9D, there is shown a procedure 906 for determining the appropriate time to communicate to platoon system 100 to accommodate a disruptor 150 that is beside the platoon system 100 that intends to join the same lane 166 as platoon system 100. A disruptor 150 that is trying to switch lanes by a distance d, traveling at a speed Vd would take time t₂ = If the platoon system 100 is traveling at an optimal speed v_p, the time taken to reach the disruptor lane switch point which is distance "D" away is = — .

vp [0073] If the platoon system 100 has N vehicles that span a total length of /_pthen the platoon system 100 would pass the disruptor lane switch point by time t = tl + If t∑< ti, then the disruptor 150 would enter the lane 166 ahead of the platoon system 100. If t∑ > t, then the disruptor 150 would enter the lane 166 behind the platoon system 100. For t < t2 < ti , the disruptor 150 will end up disrupting the platoon system 100.

Specifically, the disruptor 150 would impact a solider vehicle in the platoon system 100 located at position n, where n is determine by tl + ^t-1 < t2 < tl + ^t-1 , /,· being the vp vp

length of the i^th solider vehicle in the platoon system 100 along with the clearing distance ahead of the soldier vehicle.

[0074] Speed ¾ may not be a constant as the disruptor 150 could be accelerating while switching lanes. The rest of the equations above still stand with the exception of t∑ being computed by solving d = vd * tl + ^ * ad * tf .

[0075] Referring to FIG. 10, a procedure 1000 is shown for platoon system 100 to execute a maneuver to adjust to the presence of disruptor 150 and to adjust the platoon system 100 formation to maintain the spacing between vehicles 101 to enable the platooning benefits. Procedure 1000 is performed when it is determined that the disruptor 150 will break up the platoon system 100 and it is not feasible to speed up or slow down the entire platoon system 100 to accommodate the disruptor 150. For example, speeding up or slowing down the platoon system 100 may violate speed limits, may compromise optimal speed, or may not be safe. The re-formation of a platoon system 100 to accommodate a disruptor 150 may by subject to agreement from both the platoon system 100 and the disruptor 150. [0076] The intent of disruptor 150 to switch lanes may be determined from a signal by disruptor 150 or inferred from road conditions, such as merging lanes, exit/entry ramps, hazard conditions ahead, etc. Procedure 1000 includes an operation 1002 to identify which of the vehicles 101 at position N or greater that are impacted by the entry of the disruptor 150. For example, the lead vehicle 101 a is at N position 1 , second vehicle 101 b is at N position 2, etc. Procedure 1000 continues at either operation 1004 or operation 1006. At operation 1004, the platoon system 100 assesses the disruptor 150 health to be beneficial to the platoon system 100. At operation 1006, the platoon system 100 assesses the disruptor 150 health to be detrimental to the platoon system 100.

[0077] From operation 1004 procedure 1000 continues at operation 1008 where platoon vehicles 101 at position N and higher slow down to make a space to

accommodate beneficial disruptor 150 in platoon system 100. At operation 1010, platoon system 100 re-adjusts the spacing between vehicles 101 and disruptor 150 within the modified platoon system 100' to provide optimal or desired platooning benefits.

[0078] From operation 1006 procedure 1000 continues at operation 1012 where platoon vehicles 101 at position N and higher slow down to form a sub-platoon 101 b (which may include all or a subset of the vehicles in platoon system 100) and make a space to accommodate the lane change of non-beneficial disruptor 150. Procedure 1000 continues from operation 1012 where the vehicles at position N and higher assess whether the disruptor 150 is beneficial to the sub-platoon 100b trailing the disruptor 150. At operation 1014 the disruptor 150 is determined to be beneficial to the sub-platoon 101 b, and procedure 1000 continues at operation 1016 where the vehicles in the sub- platoon 101 b re-adjust formation to provide a new platoon leader (if necessary) with the disruptor 150 accommodated in the sub-platoon 101 b.

[0079] At operation 1018 the disruptor 150 is determined to be detrimental to the sub- platoon 101 b, and procedure 1000 continues at operation 1020 where the vehicles in the sub-platoon 101 b re-adjust to separate from the disruptor 150. At operation 1022 the sub-platoon 101 b identifies a lead vehicle 101 a and provides the desired or optimal separation between the vehicles 101 in the sub-platoon 101 b. The sub-platoon 101 b may also change lanes (as discussed above) to remove the disruptor 150 from the sub- platoon 101 b and/or to rejoin the sub-platoon 101 a (if created) without the disruptor 150.

[0080] Various aspects of the present disclosure are contemplated. In one aspect, a method includes determining a location of a disruptor relative to a platoon system including a plurality of vehicles; evaluating a speed of the disruptor relative to the platoon system; and executing a maneuver with the platoon system to accommodate the disruptor by changing a lane on a route on which the platoon system is travelling in response to the speed and location of the disruptor relative to the platoon system.

[0081] In one embodiment, the disruptor is a stationary disruptor. In another

embodiment, the disruptor is a vehicle.

[0082] In yet another embodiment, the maneuver includes the entire platoon system changing the lane simultaneously. In another embodiment, the vehicles in the platoon system sequentially change the lane.

[0083] In one embodiment, in response to the speed of the disruptor being slower or faster than a speed of the platoon system, first changing a lane on the route with a lead vehicle of the platoon system, then changing the lane with a second vehicle of the platoon system to follow the lead vehicle. In a refinement of this embodiment, the lead vehicle and the second vehicle each independently determine changing the lane is safe before changing the lane.

[0084] In still another embodiment, the method includes determining the disruptor is joining a lane occupied by the platoon system. In a refinement of this embodiment, the maneuver includes one of slowing the speed of the platoon system and increasing a speed of the platoon system in response to the disruptor joining the lane. In another refinement, the maneuver includes increasing a spacing between two vehicles of the platoon system to accommodate the disruptor in the platoon system. In still another refinement, the maneuver includes separating the platoon system into sub-platoons and accommodating the disruptor in one of the sub-platoons.

[0085] In another embodiment, the method includes establishing communication between the disruptor and at least one vehicle of the platoon system for the purpose of minimizing disruption to the platoon system. In a refinement of this embodiment, the method includes at least one of evaluating the disruptor for joining the platoon system and enabling the disruptor to join the platoon system.

[0086] According to another aspect of the present disclosure, an apparatus includes an electronic control system in communication with a vehicle platoon system including a plurality of vehicles. The electronic controller is configured to determine a proximity of a disruptor relative to the platoon system; evaluate a speed of the disruptor relative to the platoon system; and issue a command to the platoon system to execute a maneuver to accommodate the disruptor in response to the speed and proximity of the disruptor relative to the platoon system.

[0087] In one embodiment, the disruptor is one of stationary relative to the vehicle platoon system and moving relative to the vehicle platoon system. In another embodiment, the electronic control system is further configured to receive one or more signals indicative of the proximity and the speed of the disruptor and formulate an information signal for broadcast to each of the plurality of vehicles in the vehicle platoon system based on the one or more signals in time for the vehicle platoon system to execute the maneuver.

[0088] In still another embodiment, the electronic control system includes an electronic controller that is hosted on each of the plurality of vehicles in the vehicle platoon system. In another embodiment, the maneuver includes at least one of the platoon system changing a lane of a route on which the platoon system is travelling and the vehicles in the platoon system sequentially changing the lane. In yet another embodiment, the electronic control system is configured to determine the speed of the disruptor being slower or faster than a speed of the platoon system, and issue a command to first change a lane of a lead vehicle of the platoon system and then change the lane of a second vehicle of the platoon system to follow the lead vehicle.

[0089] In another embodiment, the electronic control system is further configured to determine the disruptor is joining a lane of a route occupied by the platoon system. In one refinement of this embodiment, the maneuver includes one of slowing the speed of the platoon system and increasing a speed of the platoon system in response to the disruptor joining the lane. In another refinement, the maneuver includes increasing a spacing between two vehicles of the platoon system to accommodate the disruptor in the platoon system. In yet another refinement, the maneuver includes separating the platoon system into sub-platoons and accommodating the disruptor in one of the sub- platoons.

[0090] While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only the preferred embodiments have been shown and described and that all changes and modifications that come within the spirit of the inventions are desired to be protected. It should be understood that while the use of words such as preferable, preferably, preferred or more preferred utilized in the description above indicate that the feature so described may be more desirable, it nonetheless may not be necessary and embodiments lacking the same may be contemplated as within the scope of the invention, the scope being defined by the claims that follow.

[0091] In reading the claims, it is intended that when words such as "a," "an," "at least one," or "at least one portion" are used there is no intention to limit the claim to only one item unless specifically stated to the contrary in the claim. When the language "at least a portion" and/or "a portion" is used the item can include a portion and/or the entire item unless specifically stated to the contrary. Unless specified or limited otherwise, the terms "mounted," "connected," "supported," and "coupled" and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, "connected" and "coupled" are not restricted to physical or mechanical connections or couplings.

Claims

WHAT IS CLAIMED IS:

1 . A method comprising:

determining a location of a disruptor relative to a platoon system including a plurality of vehicles;

evaluating a speed of the disruptor relative to the platoon system; and executing a maneuver with the platoon system to change a lane on a route on which the platoon system is travelling to accommodate the disruptor in response to the speed and location of the disruptor relative to the platoon system.

2. The method of claim 1 , wherein the disruptor is a stationary disruptor.

3. The method of claim 1 , wherein the disruptor is a vehicle.

4. The method of claim 1 , wherein the maneuver includes the entire platoon system changing the lane simultaneously.

5. The method of claim 1 , wherein the vehicles in the platoon system sequentially change the lane.

6. The method of claim 1 , wherein, in response to the speed of the disruptor being slower or faster than a speed of the platoon system, first changing the lane on the route with a lead vehicle of the platoon system, then changing the lane with a second vehicle of the platoon system to follow the lead vehicle.

7. The method of claim 6, wherein the lead vehicle and the second vehicle each independently determine changing the lane is safe before changing the lane.

8. The method of claim 1 , further comprising determining the disruptor is joining a lane occupied by the platoon system.

9. The method of claim 8, wherein the maneuver includes one of slowing the speed of the platoon system and increasing a speed of the platoon system in response to the disruptor joining the lane.

10. The method of claim 8, wherein the maneuver includes increasing a spacing between two vehicles of the platoon system to accommodate the disruptor in the platoon system.

1 1 . The method of claim 8, wherein the maneuver includes separating the platoon system into sub-platoons and accommodating the disruptor in one of the sub-platoons.

12. The method of claim 1 , further comprising establishing communication between the disruptor and at least one vehicle of the platoon system for the purpose of minimizing disruption to the platoon system.

13. The method of claim 12, further comprising at least one of evaluating the disruptor for joining the platoon system and enabling the disruptor to join the platoon system.

14. An apparatus comprising:

an electronic control system in communication with a vehicle platoon system including a plurality of vehicles, the electronic controller configured to:

determine a proximity of a disruptor relative to the platoon system;

evaluate a speed of the disruptor relative to the platoon system; and issue a command to the platoon system to execute a maneuver to accommodate the disruptor in response to the speed and proximity of the disruptor relative to the platoon system and based on a time for the platoon system to execute the maneuver.

15. The apparatus of claim 14, wherein the disruptor is one of stationary relative to the vehicle platoon system and moving relative to the vehicle platoon system.

16. The apparatus of claim 14, wherein the electronic control system is further configured to receive one or more signals indicative of the proximity and the speed of the disruptor and formulate an information signal for broadcast to each of the plurality of vehicles in the vehicle platoon system based on the one or more signals in time for the vehicle platoon system to execute the maneuver.

17. The apparatus of claim 14, wherein the electronic control system includes an electronic controller that is hosted on each of the plurality of vehicles in the vehicle platoon system.

18. The apparatus of claim 14, wherein the maneuver includes at least one of:

the platoon system changing a lane of a route on which the platoon system is travelling; and

the vehicles in the platoon system sequentially changing the lane.

19. The apparatus of claim 14, wherein the electronic control system is configured to determine the speed of the disruptor being slower or faster than a speed of the platoon system, and issue a command to first change a lane of a lead vehicle of the platoon system and then change the lane of a second vehicle of the platoon system to follow the lead vehicle.

20. The apparatus of claim 14, wherein the electronic control system is further configured to determine the disruptor is joining a lane of a route occupied by the platoon system.

21 . The apparatus of claim 20, wherein the maneuver includes one of slowing the speed of the platoon system and increasing a speed of the platoon system in response to the disruptor joining the lane.

22. The apparatus of claim 20, wherein the maneuver includes increasing a spacing between two vehicles of the platoon system to accommodate the disruptor in the platoon system.

23. The method of claim 20, wherein the maneuver includes separating the platoon system into sub-platoons and accommodating the disruptor in one of the sub-platoons.