DE102017223364A1 - SYSTEM AND METHOD FOR VEHICLE CONTROL IN TERRITORY SITUATIONS - Google Patents

Abstract

A computer-implemented method of controlling a host vehicle relative to a first vehicle immediately in front of the host vehicle includes detecting a second vehicle traveling behind the host vehicle and on the same lane as the host vehicle. The method includes detecting a brake application initiated by the vehicle system of the host vehicle. The brake actuation, based on an acceleration control rate, causes the host vehicle to decelerate to maintain a heading ahead reference distance to the first vehicle. The method includes determining a relative rearward heading distance between the host vehicle and the second vehicle with respect to a rearward heading reference distance, and modifying an acceleration control rate based on the relative rearward heading distance and the rearward heading reference distance. Further, the method includes controlling the vehicle system according to the modified acceleration control rate.

Description

RELATED APPLICATIONS

This application claims the priority of the provisional US Application No. 62/442333 , filed on 4 January 2017, which is hereby expressly incorporated by reference. This application also claims the priority of the provisional U.S. Patent Application No. 63/442190 , filed on January 4, 2017, which is also expressly incorporated herein by reference.

Furthermore, this application is a continuation-in-part of US Application No. 15/630864 , filed on 22 June 2017, which is also the priority of the provisional US Application No. 62/442333 and 62/442190 All of which are hereby expressly incorporated by reference. The US Application No. 15/630864 is also a continuation-in-part of the US Application No. 15/191358 , filed on Jun. 23, 2016, which is hereby expressly incorporated by reference.

This application is also a continuation-in-part of U.S. Application No. 15 / 630,866 , filed on June 22, 2017, which is also the priority of the provisional US Application No. 62/442333 and 62/442190 all of which are also expressly incorporated herein by reference. The U.S. Application No. 15 / 630,866 is also a continuation-in-part of the US Application No. 15/191358 , filed on Jun. 23, 2016, which is hereby expressly incorporated by reference.

Furthermore, this application is also a continuation-in-part of U.S. Application No. 15 / 679,068 , filed on 16 August 2017, which is also the priority of the provisional US Application No. 62/442333 all of which are also expressly incorporated herein by reference. In addition, this application is also a continuation-in-part of US Application No. 15/191358 , filed on 23 June 2016, which is hereby expressly incorporated by reference.

BACKGROUND

The driving of a vehicle can be affected by many different variables, such as other vehicles, objects, obstacles, hazards, and environmental conditions (referred to herein as hazards). As an illustrative example, traffic congestion, lane departure, stalled vehicles, jostling vehicles, collisions and / or debris on a road can significantly slow down the travel of a vehicle and can compromise road safety. A driver of a vehicle could not recognize these different variables affecting vehicle travel. Under certain circumstances, a driver may not be able to see a danger beyond a particular environment of the vehicle. For example, the driver's view of a large vehicle, traffic congestion, and / or weather conditions could be reduced or completely obstructed. The driver's view is also limited when he observes jostling vehicles following closely behind. Furthermore, the driver's vision may also be reduced due to road geometry, such as curves.

In addition, a driver generally has no exact knowledge of the dynamics of other vehicles on the road and the drivers of other vehicles. For example, the driver may not recognize the speed or intended maneuver of other vehicles on the road. Vehicle sensor systems (eg, radar, camera) implemented in the vehicle may detect some hazards. However, these sensor systems have a limited detection range within the immediate surroundings of a vehicle. Thus, the driver has no information about further ahead or behind obstacles, neither at the road level nor on the lane level, outside the environment of the vehicle. Vehicle communication with other vehicles and infrastructures may address some of the hazards discussed above when the communicated information is synergistically applied to a vehicle or multiple vehicles.

SHORT DESCRIPTION

According to one aspect, there is provided a computer-implemented method for controlling a vehicle system of a host vehicle that controls movement of a host vehicle relative to a first vehicle immediately in front of the host vehicle, comprising: detecting, by one or more vehicle sensors, a second vehicle that travels behind the host vehicle and in the same lane as the host vehicle; and detecting, by the one or more vehicle sensors, a brake actuation initiated by the vehicle system of the host vehicle. The Brake actuation, based on an acceleration control rate generated by the vehicle system, causes the host vehicle to decelerate to maintain a heading ahead reference distance to the first vehicle. The method includes: determining, by the one or more vehicle sensors, a relative rear heading distance between the host vehicle and the second vehicle with respect to a rear heading distance reference distance; and modifying the acceleration control rate based on the relative rearward path distance and the rearward heading reference distance. Further, the method includes controlling the braking operation of the vehicle system to delay the host vehicle according to the modified acceleration control rate.

In another aspect, a vehicle system for a host vehicle that controls movement of the host vehicle relative to a first vehicle immediately in front of the host vehicle includes: a sensor system and a processor operatively connected to the sensor system for computer communication. The processor detects, by means of the one or more vehicle sensors, a second vehicle traveling behind the host vehicle and in the same lane as the host vehicle, and receives an acceleration control rate from the vehicle system of the host vehicle. When executed by the host vehicle, the acceleration control rate initiates a brake application by the vehicle system of the host vehicle to maintain a heading ahead reference distance to the first vehicle. Further, the processor modifies the acceleration control rate based on the relative rear heading distance and the rear heading reference distance, and controls the braking operation of the vehicle system to delay the host vehicle according to the modified acceleration control rate.

In another aspect, a non-transitory computer-readable storage medium includes instructions that, when executed by a processor, cause the processor to: detect a second vehicle traveling behind a host vehicle and in the same lane as the host vehicle; and receiving an acceleration control rate from a vehicle system of a host vehicle. The acceleration control rate is generated by the vehicle system to maintain a heading ahead reference distance to a first vehicle immediately in front of the host vehicle. Further, the processor calculates a relative rear heading distance between the host vehicle and the second vehicle with respect to a rear heading reference distance and modifies the acceleration control rate based on the relative rear heading distance and the rear heading distance reference distance. The processor sends the modified acceleration control rate to the vehicle system.

list of figures

• 1A FIG. 10 is a schematic view of an example traffic scenario according to one embodiment; FIG.
• 1B FIG. 12 is a schematic view of vehicles in the second lane 104b of FIG 1A according to an embodiment;
• 2 Fig. 10 is a schematic view of a vehicle communication network according to an embodiment;
• 3 FIG. 10 is a block diagram of a vehicle control system of a vehicle according to an embodiment; FIG.
• 4 FIG. 13 is a schematic view of exemplary vehicle systems that are used by the vehicle of FIG 3 can be assigned according to an embodiment;
• 5 FIG. 13 is a schematic view of an exemplary interior of a vehicle according to an embodiment; FIG.
• 6 FIG. 10 is a schematic view of a C-ACC control model for controlling a vehicle control system according to an embodiment; FIG.
• 7 FIG. 10 is a block diagram of an exemplary control system of the C-ACC control system according to one embodiment; FIG.
• 8th FIG. 10 is a process flowchart of a method for controlling a vehicle control system according to an embodiment; FIG.
• 9 FIG. 10 is a process flowchart of a method for calculating an acceleration control rate for a host vehicle according to an embodiment; FIG.
• 10 FIG. 10 is a process flowchart of a method of selecting a leading vehicle according to an embodiment; FIG.
• 11 FIG. 10 is a process flow diagram of a method for monitoring a communication link for packet loss between a host vehicle and a remote vehicle according to one embodiment; FIG.
• 12 FIG. 10 is a schematic view of an exemplary traffic scenario for hazard detection according to one embodiment; FIG.
• 13 FIG. 10 is a process flow diagram of a method for detecting a hazard and controlling a vehicle control system according to an embodiment; FIG.
• 14A FIG. 10 is a process flow diagram of a method of classifying a remote vehicle according to one embodiment; FIG.
• 14B FIG. 14 is an illustrative example for describing the classification of a remote vehicle from the host vehicle of FIG 14A according to an embodiment;
• 14C FIG. 10 is a process flow diagram of a method for predicting a lateral offset for classifying a remote vehicle according to one embodiment; FIG.
• 15 FIG. 10 is a process flow diagram of a method for detecting traffic flow hazards based on vehicle communication and controlling a vehicle control system according to one embodiment; FIG.
• 16 FIG. 10 is a process flow diagram of a method for detecting a hazard based on lane change of a remote vehicle and controlling a vehicle control system according to an embodiment; FIG.
• 17 FIG. 10 is a schematic view of a traffic scenario for detecting a hazard according to an embodiment; FIG.
• 18 FIG. 10 is a schematic view of an exemplary traffic scenario for threading assistance according to one embodiment; FIG.
• 19 FIG. 10 is a process flow diagram for providing threading assistance by a vehicle communication network according to one embodiment; FIG.
• 20 FIG. 10 is a process flow diagram for providing threading assistance with velocity guidance by means of a vehicle communications network according to one embodiment; FIG.
• 21 FIG. 10 is a process flow diagram for providing threading assistance with position guidance by means of a vehicle communication network according to an embodiment; FIG.
• 22A FIG. 10 is an illustrative embodiment of a scenario where no radar objects are detected, according to one embodiment; FIG.
• 22B FIG. 10 is an illustrative embodiment of a side-by-side threading scenario in accordance with one embodiment; FIG.
• 22C FIG. 10 is an illustrative embodiment of the host vehicle in a rear-threading scenario according to one embodiment; FIG.
• 22D FIG. 10 is an illustrative embodiment of the host vehicle at a front-threading scenario according to one embodiment; FIG.
• 22E FIG. 10 is an illustrative embodiment of the host vehicle in an intermediate scenario according to a front margin according to an embodiment; FIG.
• 22F FIG. 10 is an illustrative embodiment of the host vehicle in an intermediate scenario according to a rear margin in accordance with one embodiment; FIG.
• 23A FIG. 10 is a schematic view of an example traffic scenario with a crowding scenario according to one embodiment; FIG.
• 23B FIG. 13 is a schematic view of vehicles in the second lane 2304B of FIG 23A according to an embodiment;
• 24 FIG. 10 is a block diagram of a vehicle control system of a vehicle according to an embodiment; FIG.
• 25 FIG. 10 is a schematic view of a C-ACC and / or brake control model for controlling a vehicle control system according to an embodiment; FIG.
• 26 FIG. 10 is a process flow diagram of a method of controlling a vehicle system of a host vehicle having a jam scenario according to one embodiment; FIG.
• 27 is a process flow diagram that provides a detailed view of the method of 26 according to an embodiment;
• 28 Fig. 10 is a graph showing brake pedal force versus time according to an embodiment;
• 29 FIG. 10 is a process flow diagram of another method for controlling a vehicle system of a host vehicle having a jam scenario according to one embodiment; FIG.
• 30 is a process flow diagram that provides a detailed view of the method of 29 according to an embodiment; and
• 31 is a process flow that gives a different detailed view of the process of 29 according to one embodiment shows.

DETAILED DESCRIPTION

The following contains definitions of selected terms used herein. The definitions include various examples and / or forms of components that fall within the scope of a term and that may be used for implementation. The examples are not intended to be limiting. Further, the components discussed herein may be combined, omitted, or organized with other components, or organized into different architectures.

As used herein, the term "bus" refers to a connection architecture that is operatively connected to other computer components within a computer or between computers. The bus can transfer data between the computer components. The bus may be, among other things, a memory bus, a memory processor, a peripheral bus, an external bus, a crossover switch, and / or a local bus. The bus may also be a vehicle bus that connects components within a vehicle via protocols such as, among others, Media Oriented Systems Transport (MOST), Processor Area Network (CAN), Local Interconnect Network (LIN).

As used herein, the term "component" refers to a computer-related entity (eg, hardware, firmware, execution instructions, combinations thereof). For example, computer components may include a process running on a processor, a processor, an object, something executable, an execution thread, and a computer. A computer component may be within a process or thread. A computer component may be located on a computer and / or may be distributed among multiple computers.

The term "computer communication" as used herein refers to communication between two or more computing devices (eg, computer, personal digital assistant, mobile phone, network device), and may include, for example, network transmission, file transfer, applet transfer, e-mail , a hypertext transfer protocol (HTTP) transfer, etc. For example, computer communication may be via a wireless system (eg, IEEE 802.11 ) an Ethernet system (for example IEEE 802.3 ), a token ring system (for example, IEEE 802.5 ), a local area network (LAN), a wide area network (WAN), a point-to-point system, a circuit system, a packet switching system.

As used herein, the term "computer-readable medium" refers to a non-volatile medium that stores instructions and / or data. A computer-readable medium may take various forms, including, but not limited to, non-volatile media and volatile media. Non-volatile media may include, for example, optical disks, magnetic disks, etc. Volatile media may include, for example, semiconductor memory, dynamic memory, etc. General forms of a computer-readable medium may include, but are not limited to, a floppy disk, a flexible disk, a hard disk, a magnetic tape or other magnetic medium, an ASIC, a CD, another optical media, a RAM, a ROM , a memory chip or memory card, a memory stick, and other media from which a computer, processor, or other electronic device can read.

The term "database" as used herein is used to refer to a table. In other examples, "database" may be used to refer to a set of tables. In still other examples, "database" may refer to a set of data stores and methods for To access and / or manipulate this data store. For example, a database may be stored on a disk and / or memory.

As used herein, the term "disk" may be, for example, a magnetic disk drive, a solid state data drive, a floppy disk drive, a tape drive, a ZIP drive, a flash memory card, and / or a memory stick. Further, the disc may be a CD-ROM (Compact Disk ROM), a recordable CD drive (CD-R drive), a rewritable CD drive (CD-RW drive), and / or a digital video ROM drive (DVD -ROM). The disk may store an operating system that controls or associates sources of a computing device.

As used herein, the term "input / output device" (I / O device) may include devices for receiving inputs and / or devices for outputting data. The input and / or output may be for controlling different vehicle features including various vehicle components, systems, and subsystems. In particular, the term "input device" includes, but is not limited to: keyboard, microphone, pointing and dialing devices, cameras, imaging devices, video cards, displays, pushbuttons, knobs, and the like. The term "input device" additionally includes input graphical controls that may occur within a user interface that is indicated by various types of mechanisms, such as software and hardware-based controls, interfaces, touch-sensitive screens, touch-sensitive pads, and / or plug and play devices can be. An "output device" includes but is not limited to: display devices and other devices for outputting information and functions.

As used herein, the term "logic circuitry" includes, but is not limited to, hardware, firmware, a non-transitory computer-readable medium that stores instructions, instructions to execute on a machine, and / or to initiate (for example, perform) an action (s) from another logic circuit, module, method and / or system. The logic circuitry may include and / or be part of a processor that is controlled by an algorithm, a discrete logic (eg, ASIC), an analog circuit, a digital circuit, a programmed logic device, an instruction-containing memory device, and so on include one or more gates, combinations of gates or other circuit components. Where several logics are described, it may be possible to incorporate the multiple logics into a physical logic. Similarly, where a single logic is described, it may be possible to distribute that single logic between multiple physical logics.

The term "memory" as used herein may include volatile memory and / or non-volatile memory. Non-volatile memories may include, for example, a ROM (Read Only Memory), PROM (Programmable Read Only Memory), EPROM (Erasable PROM), and EEPROM (Electrically Erasable PROM). Volatile memories may include, for example, RAM (random access memory), synchronous RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), and direct RAM bus RAM (DRRAM). The memory may store an operating system that stores or associates sources of a computing device.

An "operable connection" or connection by which units are "operably connected" is one in which signals, physical communications and / or logical communications can be sent and / or received. An operable connection may include a wireless interface, a physical interface, a data interface and / or an electrical interface.

As used herein, the term "module" includes, but is not limited to, a non-transitory computer readable medium storing instructions, instructions for execution on a machine, hardware, firmware, software when executed on a machine, and / or combinations of anyone to perform a function (s) or action (s), and / or to initiate a function or action from another module, method or system. A module may also include logic, a software controlled microprocessor, a discrete logic circuit, an analog circuit, a digital circuit, a programmed logic device, a memory device including an execution instruction, logic gates, a combination of gates, and / or other circuit components. Several modules can be combined into one module, and individual modules can be distributed among several modules.

As used herein, the term "portable device" is a computing device that typically includes a display screen with a user input (eg touch, keyboard) and a processor for calculation. Portable devices include, but are not limited to, hand-held devices, mobile devices, smart phones, laptops, tablets, and e-readers.

As used herein, the term "processor" processes signals and performs general computational and arithmetic functions. Signals processed by the processor may include digital signals, data signals, computer instructions, processor instructions, messages, a bit, a bit stream that may be received, transmitted and / or detected. In general, the processor may be a variety of different processors including multiple single and multi-core processors and co-processors, and other multiple single and multi-core processor and co-processor architectures. The processor may include a logic circuit to perform actions and / or algorithms.

As used herein, the term "vehicle" refers to any movable vehicle that is capable of supporting one or more persons and that is powered by any form of energy. The term "vehicle" includes, but is not limited to, automobiles, trucks, vans, minivans, SUVs, motorcycles, scooters, boats, go-karts, fun cars, machine transports, personal watercraft and aircraft. In some cases, a motor vehicle includes one or more internal combustion engines. Further, the term "vehicle" may refer to an electric vehicle (EV) capable of carrying one or more persons and being driven in whole or in part by one or more electric motors driven by an electric battery. The EV may include electric battery vehicles (BEV) and electric plug-in hybrid vehicles (PHEV). The term "vehicle" may also refer to an autonomous vehicle and / or a self-propelled vehicle powered by any form of energy. The autonomous vehicle can carry one or more persons. Further, the term "vehicle" may include vehicles that are automated or non-automated with predetermined routes, or free-moving vehicles.

The term "vehicle display" as used herein may include, but is not limited to, LED display panels, LCD display panels, CRT display panels, plasma display panels, touch-sensitive display screens commonly found in vehicles for information about the vehicle display. The display may receive input from a user (eg, touch input, keyboard input, input from various other input devices, etc.). The display may be located in various locations of the vehicle, for example on the dashboard or center console. In some implementations, the display is inter alia part of a portable device (eg, owned or associated with a vehicle occupant), a navigation system, an infotainment system.

As used herein, the term "vehicle control system" and / or "vehicle system" may include, but is not limited to, any automatic or manual systems used to enhance the vehicle, driving, and / or safety. Exemplary vehicle systems include, but are not limited to: an electronic stability control system, an anti-lock braking system, a brake assist system, an automatic brake pre-fill system, a low-speed tracking system, a cruise control system, a collision warning system, a collision mitigation braking system, an automatic cruise control system, a lane departure warning system, a dead body An angle display system, a lane keeping assistance system, a navigation system, a transmission system, brake pedal systems, an electric power steering system, visual devices (for example, camera systems, proximity sensor systems), a climate control system, an electronic pretensioner system, a monitoring system, an occupant detection system, a vehicle suspension system Vehicle seat configuration system, a vehicle cabin lighting system, an audio system, a sensory system, an interior or exterior camera system.

SYSTEM OVERVIEW

The systems and methods described herein are generally directed to controlling a vehicle via a vehicle communications network that may include multiple vehicles and infrastructures. Communication of information via a vehicle communication network or sensing information allows for synergistic control of one or more vehicles in the context of a traffic scenario. In particular, the methods and systems described herein provide cooperative adaptive cruise control (C-ACC), hazard detection and threading assistance via the vehicle communications network. 1A shows an exemplary traffic scenario 100 , which is used herein to describe some systems and methods. The traffic scenario 100 includes one or more vehicles on a road 102 , The street 102 has a first lane 104a a second lane 104b and a third lane 104c , It is understood that the road 102 may have different configurations in 1A not shown, and it may have any number of lanes.

In 1A contains the traffic scenario 100 a host vehicle (HV) 106 and one or more remote vehicles generally referred to as remote vehicles 108 be designated. However, especially the distant vehicles contain 108 a distant vehicle (RV) 108a , a distant vehicle 108b , a distant vehicle 108c , a distant vehicle 108d , a distant vehicle 108e , a distant vehicle 108f and a distant vehicle 108g , The one or more remote vehicles 108 may also be considered a plurality of remote vehicles 108 be designated. In some embodiments, the one or more remote vehicles may 108 in relation to the host vehicle 106 be identified. For example, the remote vehicle 108b as in relation to the host vehicle 106 preceding vehicle are identified. In particular, the remote vehicle 108d a preceding vehicle located immediately before or immediately behind the host vehicle 106. In some versions, one of the vehicles can be removed 108 be a leading vehicle, which is a remote vehicle in front of a host vehicle and a preceding vehicle. For example, in 1A a leading vehicle as the remote vehicle 108a be identified, located in front of the host vehicle 106 and the vehicle in front 108d located. In other embodiments, the leading vehicle may be the remote vehicle 108b be.

In some embodiments, the one or more remote vehicles may 108 in the traffic scenario 100 as a column of vehicles 108 be identified. For example, the host vehicle 106, the remote vehicle 108a , the distant vehicle 108b , the distant vehicle 108c and the remote vehicle 108d Part of a train of vehicles 108 be on the same lane (that is, the second lane 104b ). 1B is a schematic view of the removed vehicles 108 on the second lane 104b from 1A drive, namely the host vehicle 106 , the remote vehicle 108a , the remote vehicle 108b , the remote vehicle 108c and the remote vehicle 108d , In some embodiments, the strand of in 1b vehicles shown a column of vehicles 108 be. It is understood that the host vehicle 106 and the distant vehicles 108 can also have other different configurations and positions than those used in the 1A and 1B are shown.

In the systems and methods discussed herein, the host vehicle 106 partially based on data about the one or more remote vehicles 108a controlled via a vehicle communication network. The host vehicle 106 and one or more of the removed vehicles 108 can communicate as part of a vehicle communications network. In particular, the vehicle communication described herein may be implemented using Dedicated Short Range Communications (DSRC). However, it should be understood that the vehicle communication described herein may also be implemented with any communication or network protocol, including, but not limited to, ad hoc networks, in-vehicle wireless access, cellular networks, Wi-Fi networks (e.g. IEEE 802.11 ), Bluetooth, WAVE or CALM. Further, the vehicle communication network may be a vehicle-to-vehicle (V2V) or a vehicle-to-anyone (V2X).

In 1A For example, the host vehicle may transmit, receive, and / or exchange communications, including data, messages, images, and / or other information with other vehicles, users, or infrastructures via DSRC. In particular, the host vehicle 106 equipped with a vehicle-to-vehicle (V2V) transceiver 110 that can exchange messages and information with other vehicles, users, or infrastructures that are operable to communicate with the host vehicle 106 computer-based. For example, the V2V transceiver 110 may be connected to the remote vehicle 1108a via a V2V transceiver 112a, the remote vehicle 108b via a V2V transceiver 112b, the remote vehicle 108c via a V2V transceiver 112c and the remote vehicle 108g communicate via a V2V transceiver 112d. The V2V transceiver 110 may also be connected to a wireless network antenna 114 and / or a roadside device (RSE) 116 communicate. Similarly, the remote vehicle 108a , the distant vehicle 108b , the distant vehicle 108c and the remote vehicle 108g use their respective V2V transceiver with each other, with the host vehicle 106 , the wireless network antenna 114 and / or the RSE. In the in 1A shown embodiment are the remote vehicle 108d , the distant vehicle 108e and the remote vehicle 108f is not for communication with the host vehicle 106 equipped with the vehicle communication network (for example, they do not have DSRC V2V transceivers). It is understood that in other embodiments, one or more of the remote vehicle 108d , the remote vehicle 108e and the remote vehicle 108f a device for communication with the host vehicle 106 can contain by means of the vehicle communication network.

As discussed herein, various types of data may be communicated via the vehicle communications network. For example, the type and / or specifications of the vehicle, navigation data, road hazard data, traffic location data, heading data, course history data, projected heading data, kinematic data, current vehicle position data, range or distance data, speed and acceleration data, location data, vehicle sensor data, vehicle subsystem data, and / or any other vehicle information. Some of the embodiments discussed herein include the exchange of data and information between the networked vehicles for use in the moving vehicle. In particular, the control of a vehicle may be partially performed based on the communicated data. Accordingly, DSRC communication may be used to control one or more vehicle control systems. Vehicle control systems may include, but are not limited to, cooperative adaptive cruise control (C-ACC) systems, adaptive cruise control (ACC) systems, intelligent cruise control systems, autonomous driving systems, driver assistance systems, lane departure warning systems, threading assistance systems, expressway entry, exit and lane change systems, collision warning systems, integrated vehicle-based safety systems and automatic vehicle systems. Some of the embodiments are described herein in the context of a C-ACC system, a vehicle control system, and / or a threading assistance system.

In addition, in the systems and methods described herein, the host vehicle 106 partially based on data the one or more remote vehicles 108 to be controlled by the host vehicle 106 be sensed. In 1A can any of the distant vehicles 108 in the street 102 sense adjacent vehicles and objects represented by the solid lines that are from the distant vehicles 108 out. The distant vehicles 108 can sense neighboring vehicles and objects by means of one or more sensors (for example radar sensors). The host vehicle 106 may include one or more sensors, as described in more detail below, for data about other vehicles and objects in the vicinity of the host vehicle 106 to sensate. For example, the host vehicle 106 the distance, the acceleration and the speed of the vehicle ahead 108d or other vehicles near the host vehicle 106 sensing. Although the preceding vehicle 108d is not for V2V communication with the host vehicle 106 Therefore, the host vehicle can 106 still data about the preceding vehicle 108d obtained by means of on-board sensors.

VEHICLE COMMUNICATIONS NETWORK

Now, in terms of 2 a schematic view of a vehicle communication network 200 shown according to an embodiment. The vehicle communication network 200 can be implemented in vehicles used in the 1A and 1B are shown. In 2 contains the host vehicle 106 a C-ACC system 202. The C-ACC system 202 may exchange vehicle and traffic data with other DSRC-compatible vehicles via V2V transceivers 110. For example, the V2V transceiver 110 may communicate with the remote vehicle 108a via the V2V transceiver 112a using a communications link 203 change. Although in 2 only a distant vehicle is shown, it is understood that the host vehicle 106 communicate with more than one remote vehicle for DSRC communication within the vehicle communications network 200 is configured. Thus, in some embodiments, communication links may be made between the host vehicle by means of DSRC 106 and a plurality of remote vehicles (for example, in distant vehicles 108 ) configured for V2V communication using DSRC.

In the embodiments discussed herein, the control of the host vehicle 106 based on information running directly between the host vehicle 106 and one or more of the removed vehicles 108. However, in some implementations, data may also be exchanged with other infrastructures and servers. For example, in 2 the C-ACC system 202 information directly or indirectly to and from a service provider 212 send and receive over a wireless communication network 204. The service provider 212 can be a remote server 214 , a remote station 216 , a remote receiver 218 and a remote storage 220 that are configured to communicate with each other. In one embodiment, the host vehicle 106 may receive data and information from the service provider 212 by means of a one-to-many communication network 222 receive. The one-to-many communication network 222 may include systems that can send information from one source to a plurality of recipients. Examples of one-to-many communication networks may include television, radio, satellite networks, among others.

In 2 V2V transmitter 110 may be controlled by the C-ACC System 202 may be used to provide information to and from the service provider 212 and other information providers through the wireless communication network 204 and a broadband network 210 how to receive and send the internet. In alternative embodiments, a radio frequency (RF) transceiver 224 may be included in the host vehicle 106 used by the C-ACC system 202 to provide information to and from the service provider 212 through the wireless network antenna 114 on the wireless communication network 204 to receive and send. The RF transceiver 224 may include a wireless telephone, a wireless modem, a Wi-Fi compatible transceiver, and / or any other device connected to other networks via the wireless communication network 204 communicates, but is not limited to. The host vehicle 106 can also get information to and from a traffic data service 206 and / or one or more other information services 208 receive and send. This information may include, but is not limited to, traffic data, vehicle location and heading data, high traffic schedules, weather data or other transport related data, etc. The traffic data service 206 and the other information service 208 can communicate with the service provider 212 through the broadband network 210 communicate.

In some implementations, the service provider may 212 be linked to a plurality of vehicles through a network connection, such as a wireless network antenna 114 ( 1A ) and / or other network connections. Further, any other wireless communication system capable of data delivery may be used, such as satellite, cellular, Wi-Fi, microwave, etc. The service provider 212 may also be linked to a cable connection, such as a broadband cable and / or fiber optic links, Ethernet, DSL, ADSL, telephone modems, and / or any other wired communication system capable of transport infrastructure data, such as RSE 116 to deliver.

VEHICLE SYSTEM AND C-ACC OVERVIEW

The host vehicle 106 and the C-ACC system 202 will now be described in more detail with reference to FIG 3 described. 3 FIG. 10 is a block diagram of an exemplary control system. FIG 300 of the host vehicle 106 , However, in 3 shown components and functionalities also be assigned to other vehicles. For example, the distant vehicles 108 one or more of the components and functionalities of the control system 300 contain. Thus, the control system 300 alternatively use the system from other entities or in other applications. Further, in some embodiments, the control system becomes 300 referred to as C-ACC control system (for example, the C-ACC system 202). Other C-ACC systems associated with some vehicles may include different elements and / or arrangements as configured for the C-ACC system 202, but may also be configured to communicate over the vehicle communications network 200 to communicate with one or more other C-ACC systems, vehicle control systems or threading assistance systems.

The host vehicle 106 may comprise one or more computers or computing devices, wherein, for example, in 3 the tax system 300 a vehicle computer system 302 contains. In some embodiments discussed herein, the vehicle computer system becomes 302 referred to as C-ACC computer system 302. In other embodiments, the vehicle computer system 302 be associated with another type of vehicle control system or may be a generic vehicle computing device that facilitates the functions described herein.

The vehicle computer system 302 contains a processor 304 and a memory 306 , In some embodiments, the vehicle computer system may 302 programmable logic circuits and / or preconfigured logic circuits to perform C-ACC system functions and / or threading assistance system functions. The memory 306 stores for the processor 304 accessible information including instructions 308 and dates 310 that is executed or otherwise by the processor 304 can be used. The control logic (particularly the software instruction or computer program code) causes, as it were, from the processor 304 that runs the processor 304 performs the functions of the embodiments described herein. The memory 306 can be of any type that is capable of handling the processor 304 to store accessible information, including a computer-readable medium or other medium storing data that can be read with the aid of an electronic device, such as a hard disk drive, a flash drive, a memory card, ROM, RAM, DVD or other optical Plates, as well as other writable or read-only memories. Systems and methods may include different combinations of the above, thereby storing different portions of the instructions and data on different media types.

The instructions 308 may be any set of instructions that are direct (such as a machine code) or indirect (such as scripts) from the processor 304 are to be executed. For example, the instructions may be stored as computer code on the computer readable medium. In this regard, the terms "instructions" and "programs" may be used interchangeably herein. The instructions may be stored in object code format for direct processing by the processor 304 , or in any other computer language, including scripts or collections of independent source code modules that are interpreted or pre-compiled as needed. The following explains the functions, procedures and routines of the instructions in more detail.

The data 310 can from the processor 304 queried, stored or modified in accordance with the instructions 308. Although, for example, the vehicle computer system 302 is not limited to any particular data structure, the data may be 310 also in computer registers, in an information database such as a table that has a plurality of different fields and records, XML documents or flat files. The data 310 may also be formatted into any computer-readable format. The data 310 may contain any information sufficient to identify the relevant information, such as numbers, descriptive text, proprietary codes, references to data stored in other areas of the same memory or different storage (including other network locations), or information that is used by a function to calculate the relevant data.

In Fig. 3, the data 310 traffic data 312 , Card component data 314 , Traffic assistance data 316 and threading models 318 contain. The traffic data 312 may include, inter alia, commercially available databases of transport data, traffic data and traffic plans. The map component data 314 may include maps that identify the shape and elevation of roads, lane lines, intersections, pedestrian crossings, bicycle lanes, school zones, speed limits, traffic signals, buildings, signs, real-time traffic information, or other transport information that can be used by vehicles. For example, the card component data 314 include one or more mapped networks of information, such as roads, lanes, intersections, and links between these features. Each feature can be called card component data 314 and may be associated with information such as geographic location and whether or not linked to other relevant features, for example, where the dimensions of a widening infeed lane may be linked, inter alia, to a street location and an access ramp. The traffic assistance data 316 As discussed in further detail herein, traffic data may be from various sources inside and outside the host vehicle 106 contain. Furthermore, the threading modules 318 Types of threading scenarios for threading support, as discussed below in Section IV.

The vehicle computer system 302 can with different components of the host vehicle 106 communicate. For example, the vehicle computer system 302 with the electronic vehicle control unit (ECU) 320 can communicate and information from different systems of the host vehicle 106 send and receive, for example vehicle sensor systems 322 , a vehicle communication system 325 , a car navigation system 326, and a vehicle interface system 328 , When in operation, the vehicle computer system may 302 some or all of these functions of the host vehicle 106 Taxes. It is understood that, although different systems and vehicle computer systems 302 are shown within the host vehicle 106, these elements also outside the host vehicle 106 can be and / or physically separated by long distances. Furthermore, the vehicle computer system 302 for computer communication with other components of the host vehicle 106 for example via a bus 330 be operatively connected.

The vehicle sensor system 322 contains various vehicle sensors, the data inside and / or outside of the host vehicle 106 sensation and / or measure. In particular, the vehicle sensor system 322 Vehicle sensors include for sensing and measuring a stimulus (eg, a signal, a property, a measurement, a quantity) associated with the host vehicle 106 and / or a particular vehicle system of the host vehicle 106 assigned. In some embodiments, the vehicle sensors are for sensing and measuring a stimulus that is proximate to a vehicle and / or an object in the vicinity of the host vehicle 106 assigned. The vehicle sensor system 322 and the various vehicle sensors will be described in more detail herein 4 discussed.

As stated above, the host vehicle 106 also the vehicle communication system 324 contain. The vehicle computer system 302 can communicate with external communication devices to send and receive data. For example, the vehicle communication system 324 includes a V2V transceiver 110 that can communicate with compatible DSRC transceivers in the vehicle communication network. As before regarding 2 described, the vehicle communication system 324, the RF transceiver 224 to wirelessly communicate with the service provider 212 through the wireless communication network 204 to communicate. It is understood that some vehicles are not with the Communication device for V2V and / or V2X communication using DSRC or another type of communication protocol need to be equipped. For example, the remote vehicle 108d , the distant vehicle 108e and the remote vehicle 108f , in the 1A are not equipped with a V2V transceiver compatible with compatible DSRC transceivers in the vehicle communications network 200 can communicate.

The host vehicle 106 also contains the vehicle navigation system 326. The vehicle navigation system 326 can provide navigation maps and information about the host vehicle 106 and / or the vehicle computer system 302. The vehicle navigation system 326 may be of any type of known, related or later developed navigation systems, and may include a GPS unit (not shown). The term "navigation information" refers to any information that can be used by the host vehicle 106 When navigating on a road or a way to assist. Navigation information may include traffic data, map data, and road classification data. Examples of navigation information may include street address, street names, street or address numbers, intersection information, points of interest, parks, water bodies, any political or geographical subdivision including city, township, province, prefecture, city, state, district, ZIP or postal code, and country. The navigation information may include commercial information including business and restaurant names, commercial districts, shopping centers, and parking facilities. The navigation information may also include geographic information, including information obtained from any Global Navigation Satellite Infrastructure (GNSS), including Global Positioning System or Satellite (GPS), Glonass (Russian), and / or Galileo (European).

Further, the host vehicle 106 includes a vehicle interface system 328 that may be used to receive input from a user and / or provide feedback to the user. Accordingly, the vehicle interface system 328 a display section and an input section. In some embodiments, the vehicle interface system is 328 a human-machine interface (HMI) and / or a head-up display (HUD) residing in the host vehicle 106 located. The vehicle interface system 328 may receive one or more user inputs from one or more users (eg, driver, vehicle occupants). The input section of the vehicle interface system 328 may enable a user, such as a driver or vehicle occupant, with the host vehicle 106 and / or the vehicle computer system 302 or to provide input such as user input, gestures, clicks, points, selections, voice commands, etc. For example, in some implementations, a user may select the vehicle computer system 302 and / or control features of the vehicle computer system 302 through interaction with the vehicle interface system 328 turn.

As an example, the input section of the vehicle interface system 328 as a touchscreen, touchpad, trackpad, one or more hardware buttons (eg, in a radio or steering wheel), one or more buttons, such as one or more softbuttons, one or more software buttons, one or more interactive buttons, one or more switches, a keyboard, a microphone, one or more sensors, etc. implemented. In one or more embodiments, the vehicle interface system 328 be implemented in a manner that integrates a display portion such that the vehicle interface system 328 both provides output (eg, render content for the display portion) and receives inputs (eg, user input). An example of this may be a touch-sensitive screen. Other examples of input sections may be a microphone for receiving voice input from the user.

The vehicle interface system 328 can display information (for example, graphics, warnings and messages). For example, the vehicle computer system 302 Produce information, suggestions, warnings and / or calls, and these a vehicle driver on a display device (for example, a display section) of the vehicle interface system 328 to offer. The information, warnings, etc., may include, but are not limited to, one or more navigation maps, icons, icons, graphics, colors, images, photographs, videos, text, audible information. The vehicle interface system 328 may also include other systems that provide visual, audible, and / or tactile / haptic feedback to a user. For example, an active force pedal (AFP) may be part of an accelerator pedal in the host vehicle 106 be included to give the foot of a driver an active feedback force when the driver presses the accelerator pedal.

The host vehicle 106 may include other devices for communication and, in some cases, control of various components associated with vehicle systems. The different vehicle systems that make up the host vehicle 106 can control and / or communicate with will now be discussed in more detail 4 discussed. 4 is a schematic view of the host vehicle 106 that includes vehicle systems and components related to the vehicle control system 300 from 3 can be assigned. As above with 3 mentioned, the in 4 shown components and functionalities be assigned to other vehicles. For example, the distant vehicles 108 one or more of the in 4 components and functionalities included.

In 4 can the ECU 320 with a data logger system 402 , one or more vehicle systems 404 , the car navigation system 326, the vehicle sensor system 322 , the vehicle V2V transceiver 110, the RF transceiver 224 , a camera 416 and a laser 418 communicate. In some of the discussions discussed here, the ECU is 320 configured to receive instruction from the vehicle computer system 302 to receive data from one or more of the 4 to query displayed components. For example, the ECU 320 Receive instructions from the C-ACC computer system 302 for commands to a particular vehicle system 404 for example, a brake or an accelerator to be activated or suppressed according to an accelerator control rate.

The data logger system 402 can with the ECU 320 communicate to capture and log data from any of the vehicle systems 404 and / or the vehicle sensor system 416 to be collected. As discussed above, the host vehicle may 106 the vehicle navigation system 326 included in the communication with the ECU 320 is configured. The navigation system 326 can be a GPS receiver 406 , a navigation system display 408 (For example, part of the vehicle interface system 328 ) and can contain maps and location information in a navigation database 410 to save. The navigation system display 408 can display navigation maps and information to a user with any type of display technology. The navigation system display 408 can also provide information about the host vehicle 106 communicate by any type of known, related art or later developed audio technique, such as by means of predetermined tones or electronically generated speech.

As mentioned above, the vehicle sensor system 322 Various vehicle sensors are included and can be used with the ECU 320 and any number of vehicle sensor devices in any configuration. Devices of the vehicle sensor system 322 may be advantageous for collecting data to identify and track the movement of traffic entities, such as the remote vehicles 108 , Vehicle traffic and / or any other condition, entity or vehicle that could provide data. It is understood that the vehicle sensors may be any sensors used in any vehicle system to detect and / or sense a parameter of that system. Exemplary vehicle sensors include, but are not limited to: acceleration sensors, speed sensors, brake sensors, proximity sensors, vision sensors, seat sensors, seat belt sensors, door sensors, environmental sensors, yaw rate sensors, steering sensors, GPS sensors.

It should also be understood that the vehicle sensors may be of any type of sensor, including, but not limited to, acoustic, electrical, environmental, optical, imaging, light, pressure, force, heat, temperature, proximity. The vehicle sensors could be in one or more sections of the host vehicle 106 be arranged. For example, the vehicle sensors may be in a dashboard, seat, seat belt, door, bumper, front, rear, corners, dashboard, steering wheel, center console, roof, or any other portion of the host vehicle 106 be integrated. In other cases, however, the vehicle sensors could be portable sensors carried by a driver (not shown) integrated with a portable device (not shown), carried by the driver (not shown), integrated into a garment (not shown) worn by the driver, or integrated into the body of the driver (for example, an implant) (not shown).

Now, in terms of exemplary vehicle sensors in 4 the vehicle sensor system 322 a sensor 412 , a radar system 414 , the camera 416 and the laser 418 each containing at any convenient area of the host vehicle 106 can be arranged. Although in 4 only one sensor 418 It will be understood that sensor 418 represents one or more sensors located inside or outside the host vehicle 106 are attached. In some versions, the vehicle sensor senses 418 Vehicle speed, acceleration rate, braking rate, and other vehicle dynamics data about the host vehicle 106 , In some embodiments, the vehicle sensor 418 may provide proximity data by means of rear, front, and side proximity detection sensors 418 collect.

The radar system 414 may include front far-field radar and a front mid-range radar. The far-field front radar may be a distance (for example, transverse, longitudinal) and a speed of Measure objects that the host vehicle 106 surround. For example, the far-field front radar may be at a distance and a speed from one or more of the removed vehicles 108 measure that the host vehicle 106 surround. In some embodiments, the radar system 414 may include a plurality of radars at different locations of the host vehicle 106 contain. For example, a front left radar located at a front left corner area of the host vehicle 106 is arranged, a front right radar, the front right corner of the host vehicle 106 a rear left radar is attached to a rear left corner area of the host vehicle 106 is arranged, and a rear right-hand radar, which is located at a rear right corner of the host vehicle 106 is arranged.

4 also shows the V2V transceiver 110 of the host vehicle 106 for communication with other V2V-compatible vehicles. In one embodiment, the V2V transceiver 110 may collect traffic data from other DSRC transceivers configured for a vehicle, a pedestrian, a bicycle, a building, a tower, a billboard, a traffic signal, a road sign, or any transport related entity or user could be. An indicator operatively connected to the DSRC transceiver may also include any messages, maps, vehicle locations, data, pictures, calls and warnings sent to or received from the DSRC to users in the vehicle communications network 200 Show. A communication link (for example, the in 2 shown communication link 203 ) between DSRC transceivers can be initiated by any user. In the embodiments, the DSRC transceiver may continuously search for signals from other DSRC transceivers, such as by outputting a periodic signal looking for a response. In other embodiments, the DSRC transceiver may emit periodic signals to seek for response from a DSRC transceiver within range. If a DSRC transceiver answers, then a communication link can be created. Information and data provided by the host vehicle 106 can be received at the datalogger system 402 and / or the data 310 secured and from the vehicle computer system 302 are processed.

An exemplary interior view of the host vehicle 106 is in 5 shown. In particular 5 a schematic of an exemplary design of a vehicle interior 500 , the host vehicle 106 with the vehicle control system 300 from 3 assigned. The vehicle interior 500 For example, a dashboard 502 a steering device such as a steering wheel 504 , an instrument panel 506 and a middle section 508 contain. The middle section 508 may include one or more devices associated with the interior of the vehicle, including but not limited to: audio devices, video devices, navigation devices, and any other types of devices. In addition, the middle section 508 Controls for one or more systems of the host vehicle 106 including, but not limited to: climate control systems, radio and warning systems and other types of systems.

The host vehicle 106 can also be a display device 510 which are part of the vehicle interface system 328 can be to information from the vehicle system 300 display and / or other related or unrelated vehicle systems. Examples of the display device 510 include, but are not limited to, LCDs, CRTs, ELDs, LEDs, OLEDs, or electronic paper displays, each with or without a touch screen or touch screen, as well as other types of displays. The display device 510 may include a touch screen for use as a user input device for the vehicle interface system 328 contain. For example, a user may use the vehicle interface system 328 enable or disable one or more C-ACC system modes, threading assist modes, and to enable a user to provide information such as navigation destination or traffic information to the vehicle computer system 302 offer.

In alternative embodiments, the vehicle interface system 328 may include buttons, a keyboard, or other types of input devices. In another embodiment, the vehicle interface system 328 include a head-up projection (HUD) type display configured to display an image on one or more surfaces of the host vehicle 106 to project, such as the windshield 512 , In some embodiments, the display device 510 be disposed on any portion of the host vehicle 106 or may be a portable device (not shown). For example, the display device 510 inside the instrument panel 506 to be ordered.

In addition, as stated above 3 discussed, the display device 510 configured to provide visual information to the vehicle computer system 302 and other devices and systems within the host vehicle, such as the car navigation system 326 , For example, the vehicle interface system 328 a driver with visual or audible calls or information, inter alia, on traffic flow, hazard detection, predicted traffic threading of another vehicle inform, among other things. For example, the display device 510 be configured to provide hazard warnings, threading warnings, and traffic data related to one or more of the remote vehicles 108 indicate if one or more of the removed vehicles 108 would affect the operation of the host vehicle 106. In addition, in 5 an accelerator pedal 514 and a brake pedal 516 shown. As discussed above, in some embodiments, the accelerator pedal may be used 514 include an active force pedal (AFP) that can provide an active feedback force to a driver's foot when the driver depresses the accelerator pedal 514 suppressed.

C-ACC CONTROL MODEL

As mentioned above, in some embodiments, the systems and methods discussed herein control the host vehicle 106 using data about the host vehicle 106 and data about one or more of the removed vehicles 108 , The data about one or more of the removed vehicles 108 may be provided by the C-ACC control system 300 via the vehicle communications network 200 be received. In some embodiments, the data may be about one or more of the removed vehicles 108 from the C-ACC control system 300 by means of sensors (for example radar sensors) on board the host vehicle 106 be received. The function and analysis of this data can be used to control the host vehicle 106 to control, thereby allowing the host vehicle 106 Preventive to a traffic scenario and one or more of the removed vehicle 108 responds to the operation or the driveway of the host vehicle 106 could affect. Exemplary control by the C-ACC control system 300 will now be described in more detail.

In some of the embodiments discussed herein, the movement of the host vehicle 106 For example, be controlled by the C-ACC control system 300. In particular, the C-ACC control system 300 may include longitudinal movement of the host vehicle 106 control by means of the data discussed above. For example, the C-ACC control system 300 may control acceleration and / or deceleration by generating an acceleration control rate and / or modifying a current acceleration control rate (eg, a desired acceleration rate). By means of the data discussed above, the C-ACC control system 300 may determine a dynamic state of the host vehicle 106 and the distant vehicles 108 evaluate and accordingly the control of the host vehicle 106 adapt. Now, in terms of 6 a schematic C-ACC control model 600 for controlling a vehicle control system shown. 6 is in terms of the components 2 to 5 described. The tax model 600 receives host vehicle data as inputs 602 , V2V Remote Vehicle Data 604 and Sensed Remote Vehicle Data 606 , The host vehicle data 602 contain vehicle dynamics data about the host vehicle 106 , For example, speed, acceleration, speed, yaw rate, steering angle, throttle angle, range or distance data, among others. The vehicle sensor system 322 can over the bus 330 on the host vehicle data 602 access. The host vehicle data 602 may also contain status information about different vehicle systems. For example, the host vehicle data 602 Turn signal status, course target data, course history data, projected heading data, kinematic data, current vehicle position data, and any other vehicle information about the host vehicle 106 contain.

The V2V remote vehicle data 604 includes remote vehicle dynamics data about one or more of the remote vehicles 108 transmitted via the vehicle communications network 200 be communicated. The V2V remote vehicle data 604 may include speed, acceleration, speed, yaw rate, steering angle and throttle angle, range or distance data, among other things, over one or more of the vehicles being removed 108 contain. The V2V remote vehicle data 604 may also include heading data, course history data, projected heading data, kinematic data, current vehicle position data, and any other remote vehicle information 108 that sent the V2V remote vehicle data 604.

The Sensed-Remote Vehicle Data 606 can read data about one or more of the removed vehicles 108 and / or other objects near the host vehicle 106 included by the vehicle system sensors 322 receive and / or be sensed. For example, in the embodiments discussed herein, the sensed-removed vehicle data includes 606 Vehicle data obtained from the radar system 414, including approximate data. For example, the sensed-remote vehicle data 606 Distance and speed of one or more distant vehicles 108 contain the host vehicle 106 surround.

The host vehicle data 602 , the V2V remote vehicle data 604 and the sensed remote vehicle data 606 can be entered into the C-ACC computer system 302 and by means of a Control algorithm, which will be described in more detail herein. The C-ACC computer system 302 may provide acceleration and / or deceleration commands to the ECU 320 output, which then executes the commands to the respective vehicle system, for example a brake actuator (which may be part of a brake assist system, for example) and / or throttle actuator 610 , For example, the C-ACC computer system 302 may be based on the host vehicle data 602 , the V2V remote vehicle data 604 and the sensed remote vehicle data 606 generate an acceleration control rate that is a target acceleration rate for the host vehicle 106 can be. Based on the current acceleration rate of the host vehicle 106 For example, the C-ACC computer system 302 may generate a control signal to achieve the acceleration control rate. The control signal may be sent to the ECU 320, which then executes the signal, for example by controlling the brake actuator 608 and / or the Drosselaktuators 610 ,

In addition, the C-ACC computer system 302 and / or the ECU 320 Commands to the HMI 612 (For example, the vehicle interface system 328 ) To run. For example, based on the host vehicle data 602 , the V2V remote vehicle data 604 and the sensed remote vehicle data 606 generates a visual, audible and / or tactile feedback and via the HMI 612 to be delivered. Accordingly, the host vehicle 106 based on the function of the host vehicle data 602 , the V2V remote vehicle data 604 and the sensed remote vehicle data 606 controlled according to the control algorithm, which will now be described in further detail.

wobei x_i-1 ein Abstand vom Hinterende des Hostfahrzeugs 106 zum Vorderende des vorausfahrenden Fahrzeugs 108d ist, x_i eine Länge des Hostfahrzeugs 106 ist, hẋ_L ein vorbestimmter Kurswegreferenzabstand ist und L_PV die Länge des vorausfahrenden Fahrzeugs 108d ist. Diese Variablen sind schematisch in 1B gezeigt. Der Steueralgorithmus kann auch eine Geschwindigkeitssteuerkomponente basierend auf der relativen Geschwindigkeit zwischen dem Hostfahrzeug 106 und dem vorausfahrenden Fahrzeug 108d enthalten. Dementsprechend kann in einer Ausführung die Geschwindigkeitssteuerkomponente mathematisch ausgedrückt werden als: $$a_{v_{ref}}=K_v\left(v_{i-1}-v_i\right)$$

wobei v_i-1 eine Geschwindigkeit des vorausfahrenden Fahrzeugs 108d ist, v_i die Geschwindigkeit des Hostfahrzeugs 106 ist und K_v ein Fahrzeuggeschwindigkeitsdynamik-Verstärkungskoeffizient ist. In einigen Ausführungen wird die Beschleunigungssteuerrate basierend auf der Abstandsteuerkomponente und der Geschwindigkeitssteuerkomponente berechnet werden, die mathematisch ausgedrückt werden kann als: $$a_{x{v}_{ref}}=K_p\left(x_{i-1}-x_i-h{\dot{x}}_i-L_{PV}\right)+K_v\left(v_{i-1}-v_i\right)$$

The C-ACC computer system 302 implements a control algorithm for generating an acceleration control rate that may be used to control the host vehicle with respect to one or more of the removed vehicles 108 to control, namely, a preceding vehicle and a leading vehicle. For example, in relation to 1B the host vehicle 106 in terms of the leading vehicle 108a and the preceding vehicle 108d to be controlled. The control algorithm may include a distance control component based on the relative distance between the host vehicle 106 and the vehicle in front 108d , and a course distance reference. The distance control component can be expressed mathematically as: $$a_{x_{ref}}=K_p\left(x_{i-1}-x_i-H{\dot{x}}_i-L_{PV}\right)$$

where x _{i-1 is} a distance from the rear end of the host vehicle 106 to the front end of the preceding vehicle 108d x _{i is} a length of the host vehicle 106 where _{L is} a predetermined heading reference distance and L _{PV is} the length of the preceding vehicle 108d is. These variables are schematic in 1B shown. The control algorithm may also include a speed control component based on the relative velocity between the host vehicle 106 and the vehicle in front 108d contain. Accordingly, in one embodiment, the velocity control component may be expressed mathematically as: $$a_{v_{ref}}=K_v\left(v_{i-1}-v_i\right)$$

where v _{i-1 is} a speed of the preceding vehicle 108d is, v _i the speed of the host vehicle 106 and K _{v is} a vehicle speed dynamics gain coefficient. In some embodiments, the acceleration control rate will be calculated based on the distance control component and the speed control component, which may be expressed mathematically as: $$a_{x{v}_{ref}}=K_p\left(x_{i-1}-x_i-H{\dot{x}}_i-L_{PV}\right)+K_v\left(v_{i-1}-v_i\right)$$

wobei α_i-1 eine vom Radarsystem 414 detektierte Beschleunigungsrate des vorausfahrenden Fahrzeugs 108d ist, K_apv ein Vorausfahrendes-Fahrzeug-Beschleunigungsdynamik-Verstärkungskoeffizient ist, α_L eine Beschleunigungsrate des führenden Fahrzeugs 108a ist, die am Hostfahrzeug 106 vom führenden Fahrzeug 108a mittels DSRC über das Fahrzeugkommunikationsnetzwerk 200 empfangen wird, und K_dsrc ein Führendes-Fahrzeug-Beschleunigungsdynamik-Verstärkungskoeffizient ist.In one embodiment, an acceleration control reference may be based on the vehicle communications network 200 and the acceleration control reference based on the distance component and the velocity component are used as the feedforward control input, as discussed above in equation (3). In particular, in one embodiment, the control algorithm includes an acceleration control component based on acceleration data of the leading vehicle 108a and acceleration data of the preceding vehicle 108d , The acceleration data about the leading vehicle 108a are the V2V remote vehicle data generated by the vehicle communications network 200 (for example via DSRC). In one embodiment, the acceleration data is about the vehicle ahead 108d sensed remote vehicle data by means of sensors on board the host vehicle 106 be received, for example the radar system 214 , Accordingly, in one embodiment, the acceleration control reference may be expressed mathematically based on acceleration data communicated via the vehicle communications network as: $$a_{DSR{C}_{ref}}=K_{a_{PV}}\cdot a_{i-1}+K_{dsrc}\cdot a_L$$

where α _{i-1 is} one from the radar system 414 detected acceleration rate of the preceding vehicle 108d is K _{apv is} a _preceding vehicle acceleration _{dynamics gain coefficient} , α _{L is} an acceleration rate of the leading vehicle 108a is that on the host vehicle 106 from the leading vehicle 108a via DSRC via the vehicle communication network 200 and K _{dsrc is} a leading vehicle acceleration _{dynamics gain coefficient} .

In the examples discussed herein, the acceleration rate of the preceding vehicle is 108d the sensed-remote-vehicle data 606 (for example, radar data detected by radar sensors), but it is understood that in other embodiments, the acceleration rate of the preceding vehicle 108d Also, V2V remote vehicle data may be from the host vehicle 106 via DSRC via the vehicle communication network 200 be received. Based on the above, the acceleration control rate from the C-ACC computer system 302 may be determined by the distance component, the speed component, the acceleration component of the preceding vehicle 108d and the acceleration component of the leading vehicle 108a be generated. This can be expressed mathematically as: $$a_{ref}=K_p\left(x_{i-1}-x_i-H{\dot{x}}_i-L_{PV}\right)+K_v\left(v_{i-1}-v_i\right)+K_{a_{PV}}\cdot a_{i-1}+K_{dsrc}\cdot a_L$$

As mentioned above, the C-ACC computer system 302 may implement a feedforward control algorithm to generate the acceleration control rate to the host vehicle 106 based on the equations discussed above. Now, in terms of 7 a block diagram of an exemplary control system 700 of the C-ACC computer system 302 according to the control algorithm discussed above. In 7 contains the tax system 700 a feedforward control system 702 used as input to a C-ACC control system 704. The feedforward control system 702 receives as inputs an acceleration rate of the leading vehicle 108a using the DSRC via the vehicle communications network 200 is received, and an acceleration rate of the preceding vehicle 108d by means of the radar system 414 Will be received. The inputs are modified by a dynamic factor, namely the leading vehicle acceleration dynamics gain coefficient, to an acceleration reference signal α _{DSRC ref} which is received as input from the C-ACC control system 704. The C-ACC control system 704 determines the distance component and the velocity component as described above with equations (1) - ( 3 ), and may provide an acceleration control rate by means of the feedforward control system 702 calculate received input.

II. METHOD FOR C-ACC CONTROL

Now, in terms of 8th a procedure 800 for controlling a host vehicle having a vehicle control system using vehicle communication, according to an embodiment. 8th will also be regarding 1A . 1B and the 2 to 7 described. In one embodiment, the method is used 800 for controlling the host vehicle 106 comprising a vehicle control system (eg, the C-ACC computer system 302) that controls the movement of the host vehicle 106 relative to the preceding vehicle 108d controls. As in the 1A and 1B shown is the preceding vehicle 108d immediately in front of the host vehicle 106 , In block 802 contains the procedure 800 receiving remote vehicle data via one or more remote vehicles. In particular, in one embodiment, the block contains 802 receiving V2V remote vehicle data 604 from one or more remote vehicles 108 to the host vehicle 106 via the vehicle communication network 200 and one or more communication links between the host vehicle 106 and each of the one or more remote vehicles 108 be transmitted. In some implementations, the V2V remote vehicle data 604 is from one or more remote vehicles 108 within a predetermined distance (for example, 300 m) from the host vehicle 106 receive. As above with the 1A . 1B and 2 discussed is the host vehicle 106 equipped with the V2V transceiver 110, which with other distant vehicles 108 Can communicate for V2V communication on the road 102 are operable. For example, the V2V transceiver 110 may be connected to the remote vehicle 108a via a V2V transceiver 112a, the remote vehicle 108b via a V2V transceiver 112b, the remote vehicle 108c via the V2V transceiver 112c and the remote vehicle 108g communicate via a V2V transceiver 112d.

To facilitate communication, a communication link between the host vehicle 106 and the one or more distant vehicles 108 Created for V2V communication on the road 102 are operable. The communication link can be created between V2V transceivers. For example, the V2V transceiver 110 may continuously search for signals from other V2V transceivers, such as by providing a periodic signal looking for a response. In other embodiments, the V2V transceiver 110 may issue periodic signals seeking a response from a V2V transceiver within range. If a V2V transceiver answers, then a communication link can be created. An exemplary communication link 203 between the host vehicle 106 and the distant vehicle 108a is in 2 shown.

As above with 6 discussed, the host vehicle can 106 V2V remote vehicle data 604 from one or more of the removed vehicles 108 received, which are equipped for V2V communication. Thus, the V2V remote vehicle data 604 may be as discussed above 6 discussed, parameters of the remote vehicle 108 that sent the V2V remote vehicle data 604. In some implementations, the V2V remote vehicle data 604 is included in a message packet that is from one or more of the removed vehicles 108 is sent. For example, the message packet may be a Basic Safety Message (BSM) format defined for DSRC standards. Vehicles can periodically send BSMs to report their position, speed and other attributes to other vehicles. Information and data provided by the host vehicle 106 can be received to a datalogger system 402 and / or the data 310 secured and edited by the C-ACC computer system 302.

Again in terms of block 802 from 8th In one embodiment, receiving remote vehicle data includes receiving remote vehicle data transmitted by a leading vehicle located in front of the host vehicle and the preceding vehicle. For example, in the 1A and 1B the host vehicle 106 V2V remote vehicle data 604 from leading vehicle 108a receive. In one embodiment, the V2V remote vehicle data 604 includes an acceleration rate of the leading vehicle 108a ,

In another embodiment, receiving remote vehicle data includes in block 802 receiving remote vehicle data about distant vehicles and / or obstacles within the vicinity of the host vehicle. For example, the remote vehicle data may include an acceleration rate of a preceding vehicle 108d contain. In the embodiments discussed herein, the acceleration rate of the preceding vehicle may 108d from the host vehicle 106 using sensors on board the host vehicle 106 be detected, for example radar sensors. Thus, the host vehicle 106 Sensed Remote Vehicle Data Sensed Remote Vehicle Data 606 be. For example, detected with respect to the host vehicle 106 and 6 , the host vehicle 106 sensed remote vehicle data 606 of the preceding vehicle 108 by means of the radar system 414 , Although the systems and methods discussed herein utilize radar-sensed acceleration data, it is understood that in other embodiments, acceleration data is also transmitted through the vehicle communications network 200 can be received when the preceding vehicle 108d operational for V2V communication with the host vehicle 106 Is provided.

Again in relation to 8th contains in block 804 the procedure 800 an access to host vehicle data from the host vehicle. As above with 6 discussed, the vehicle sensor system 322 over the bus 330 on the host vehicle data 602 access. In some embodiments, the host vehicle data includes 602 a speed of the host vehicle 106 and an acceleration rate of the host vehicle 106 however, it should be understood that the host vehicle data 602 also other data types about the host vehicle 106 can contain.

In block 806 contains the procedure 800 calculating an acceleration control rate for the host vehicle. In one embodiment, the acceleration control rate is determined by the processor 304 calculated according to the C-ACC control model discussed above in equations (1) to (5). The block 806 will now be discussed in more detail 9 described. 9 shows a method 900 for calculating an acceleration control rate according to an embodiment. In block 902 contains the procedure 900 determining a relative course distance between the host vehicle and the preceding vehicle with respect to a course path reference distance. For example, as discussed above with equation (1), the processor may 304 a distance control component based on a relative distance between the host vehicle 106 and the vehicle in front 108d and calculate a course reference distance. The course distance reference distance is a desired distance (for example, distance) between the host vehicle 106 and the vehicle in front 108d , The course distance reference distance may be predetermined and, for example, in memory 306 be saved.

In the block 904 contains the procedure 900 determining a relative speed between a speed of the host vehicle and a speed of the preceding vehicle. For example, as discussed above with equation (2), the processor may 304 a speed control component based on a speed of the host vehicle 106 and a speed of the preceding vehicle 108d to calculate. In block 906 contains the procedure 900 the determination of an acceleration rate of the preceding vehicle. For example, as above with block 802 from 8th discussed, the host vehicle 106 the acceleration rate of the vehicle ahead 108d by means of the radar system 414 determine.

In the block 98 contains the procedure 900 calculating an acceleration control rate for the host vehicle to maintain the heading reference distance between the host vehicle and the preceding vehicle. In particular, the acceleration control rate for the host vehicle is based on the relative heading distance, the relative speed, the acceleration rate of the preceding vehicle, and the acceleration rate of the leading vehicle. Thus, in one embodiment, processor 304 calculates the acceleration control rate for the host vehicle 106 according to equation (5) discussed above.

In one embodiment, calculating the acceleration control rate for the host vehicle may be based on a variable gain associated with the acceleration rate of the leading vehicle. For example, as shown in equations (4) and (5), K _{dsrc is} a leading vehicle acceleration _{dynamics gain coefficient} . Accordingly, in block 910 the method 900 includes determining the variable gain. In one embodiment, the variable gain is based on a distance between the host vehicle and the leading vehicle. In some implementations, the variable gain is based on a heading distance between the host vehicle and the leading vehicle and a course path time between the host vehicle and the leading vehicle. The course distance, in some embodiments, is the relative course distance.

The variable gain may be a function of a distance between the host vehicle and the leading vehicle. The variable gain may increase as the distance between the host vehicle and the leading vehicle decreases. As an illustrative example with respect to FIG. 1B, according to one embodiment, a variable gain would be where the remote vehicle 108a the leading vehicle is less than a variable gain where the remote vehicle 108c the leading vehicle is based on the distance to the host vehicle 106 , In other embodiments, the variable gain may be a function of a heading distance between the host vehicle and the leading vehicle and / or a course path time between the host vehicle and the leading vehicle. The variable gain may increase as the course distance and / or the course path time increase. The in block 910 certain variable gain can be used in block 912 to modify the acceleration rate of the host vehicle to the variable gain. Furthermore, similar to the block 806 from 8th , the acceleration control rate in block 908 be calculated.

Back in terms of 8th contains the procedure 8000 in block 808 controlling a vehicle control system of the host vehicle. In one embodiment, the block 808 to control the vehicle control system of the host vehicle according to the acceleration control rate. For example, the acceleration control rate from the C-ACC control system 300 may be to the ECU 320 to control one or more vehicle systems according to the acceleration control rate. For example, the C-ACC control system 300 may be controlled via the ECU 320 start with the host vehicle 106 based on the acceleration control rate, to automatically decelerate or accelerate by the brake actuator 608 and / or the Drosselaktuator 610 is driven. Alternatively or simultaneously, with the acceleration and / or braking of the host vehicle 106 the control of the vehicle control system of the host vehicle in block 808 included, the vehicle interface system 328 to control. For example, the C-ACC control system 300 may generate information, suggestions, warnings, and / or calls to the driver on the display device 510 to offer. In other embodiments, a tactile feedback may be given according to the acceleration control rate. For example, the AFP of the accelerator pedal 514 give feedback with active force when the driver accelerator pedal 514 push to accelerate and / or decelerate it based on the acceleration control rate.

As above with the procedure 800 mentioned, the acceleration control rate is based in part on the acceleration control rate of a leading vehicle. Appropriate control of the host vehicle may depend on which remote vehicle is identified as the leading vehicle. As for now in terms of 10 In some embodiments, the leading vehicle is selected based on the remote vehicle data, in particular the V2V remote vehicle data 604, that is between the host vehicle and one or more of the removed vehicles 108 be transmitted. 10 shows a method 1000 select a leading vehicle from a plurality of remote vehicles according to an embodiment. In block 1002 contains the procedure 1000 receiving remote vehicle data from a plurality of remote vehicles. For example, as above with block 802 discussed, the host vehicle 106 equipped with the V2V-Traqnsceiver 110, which can communicate with other vehicles for V2V communication on the road 102 are operable.

In block 1004 contains the procedure 1000 selecting the leading vehicle from the plurality of removed vehicles by selecting the leading vehicle based on the one in block 1002 received remote vehicle data. In one embodiment, selecting the leading vehicle from the plurality of remote vehicles includes selecting the remote vehicle that has the greatest effect on the operation of the host vehicle and / or the host vehicle's travel path. The processor 304 may determine which remote vehicle of the plurality of remote vehicles has the strongest impact on the host vehicle based on the V2V remote vehicle data 604 from the plurality of remote vehicles 108 and the host vehicle data 602 via the host vehicle 106 , For example, determining which remote vehicle may be 108 the strongest influence on the host vehicle 106 has to rely, among other things on speed, distance, braking.

In one embodiment, selecting the leading vehicle from the plurality of remote vehicles that are within a predetermined heading time threshold from the host vehicle. As an illustrative example with respect to 1B For example, the C-ACC control system 300 may set a predetermined course path time threshold, for example, in memory 306 is stored. In one embodiment, the predetermined course path time threshold is five ( 5 ) Seconds from the host vehicle 1106 , Accordingly, in one embodiment, the C-ACC control system 300 selects a leading vehicle from the plurality of remote vehicles in vehicle communication with the host vehicle 106 (eg, the remote vehicle 108a 108b, 108c) within a 5 second course time threshold from the host vehicle 106 located. As an illustrative example, the remote vehicle has 108c a 3 second course path time from the host vehicle 106 , has the remote vehicle 108b a 5 second course path time from the host vehicle 106 and has the remote vehicle 108a a 7 second course path time from the host vehicle 106 , According to this example, the remote vehicle would 108c or the remote vehicle 108b , both within the 5 second course time of the host vehicle 106 are selected as the leading vehicle.

In another embodiment, selecting the leading vehicle from the plurality of remote vehicles includes selecting the leading vehicle from the plurality of remote vehicles based on a deceleration rate of the plurality of remote vehicles. As discussed herein, the plurality of remote vehicles 108 in vehicle communication with the host vehicle 106 V2V remote vehicle data 604 including speed data, brake data, acceleration data and delay data send. Thus, in one embodiment, the remote vehicle becomes 108 , which is the strongest deceleration rate of the majority of distant vehicles 108a has chosen as the leading vehicle.

In another embodiment, selecting the leading vehicle from the plurality of remote vehicles includes selecting the leading vehicle from the plurality of remote vehicles based on a speed of the plurality of remote vehicles. As discussed herein, the plurality of remote vehicles 108 in vehicle communication with the host vehicle 106 send the V2V remote vehicle data 604 including speed data. Thus, in one embodiment, the remote vehicle with the lowest speed of the plurality of remote vehicles is selected as the leading vehicle. As an illustrative example with respect to 1B has the remote vehicle 108c a speed of 35 mph (about 56 km / h), has the vehicle distant 108b a speed of 25 mph (about 40 km / h), and has the remote vehicle 108a a speed of 15 mph (about 24 km / h). In this example, the remote vehicle 108a would be selected based on the lowest speed vehicle as the leading vehicle.

In another embodiment, selecting the leading vehicle from the plurality of remote vehicles includes selecting the leading vehicle from the plurality of removed vehicles based on a deceleration rate of the plurality of remote vehicles and a speed of the plurality of remote vehicles. In further implementations, the leading vehicle is the lowest speed remote vehicle of the plurality of remote vehicles and is within a predetermined heading time threshold from the host vehicle. In this embodiment and in terms of the examples discussed above, the vehicle would 108b selected as the leading vehicle because of the remote vehicle 108b within the predetermined 5 second course path time threshold from the host vehicle 106 located and the lowest speed of the distant vehicles 108 which are within the predetermined course time threshold.

When selecting the leading vehicle, the method includes 1000 in block 1006 receiving remote vehicle data from the leading vehicle, for example, an acceleration rate, as in block above 802 described. It is understood that the acceleration rate is also in block 1002 can be received. In block 1008 For example, the method 1000 of block 802 of the procedure 800 to return.

The V2V remote vehicle data 604 received from the leading vehicle is critical in it from the host vehicle 106 to provide an accurate answer. In some embodiments, the V2V remote vehicle data 604 may be due to problems of the vehicle communications network 200 or problems with the communication link between the host vehicle 106 and each of the distant vehicles 108 distorted or unavailable. Thus, in some embodiments, the selection of a leading vehicle in block 1004 and / or receiving V2V remote vehicle data 604 from the leading vehicle in block 1006 Procedures included to monitor the connectivity and quality of wireless communication. Now, in terms of 11 a procedure 1100 for monitoring the communication between the host vehicle and the leading vehicle in detail.

In block 1102 contains the procedure 1100 monitoring a communication link between the host vehicle and the leading vehicle. As above with block 802 from 8th is discussed, for ease of communication, a communication link between the host vehicle 106 and one or more remote vehicles 108 Created for V2V communication on the road 102 are operable. For example, in 2 the communication link 203 between the host vehicle 106 and the distant vehicle 108a shown. The communication link 203 is monitored for packet loss and communication link signal strength. At block 1104, the method includes 100 the determination of whether a message packet has been lost. DSRC message packets are periodically from the leading vehicle 108a to the host vehicle 106 broadcast. In one embodiment, message packets are sent ten times per second. When the host vehicle receives the message packets from the leading vehicle 108a receives, the host vehicle can 106 the message packages via the datalogger system 402 and / or the data 310 that are processed, counted and stored by the C-ACC computer system 302. By tracking the received message packets, the host vehicle can 106 in block 1104, identify if a packet has been lost. In some embodiments, the host vehicle may 106 determine a packet loss error rate, and compare the packet loss error rate with a predetermined threshold. In other versions, in block 1104 determines if the signal strength of the communication links 203 between the host vehicle 106 and the leading vehicle 108a is below a predetermined threshold.

If the provision in block 1104 YES, the procedure goes 1100 to block 1106 further. In block 1106 the remote vehicle data will be from the message packet previously received from the leading vehicle 108a has been transmitted, for example, to calculate an acceleration control rate in block 806 from 8th used. In block 1106 will also be in memory 306 stored counter i, which indicates the number of packet losses.

In block 1108 the counter i is compared with a predetermined threshold value N. If the number of packet losses i exceeds the predetermined threshold N, the method goes 1100 to block 1110 further. In block 1110 contains the procedure 1100 selecting a new leading vehicle. For example, in one embodiment, selecting a new leading vehicle from the plurality of removed vehicles includes selecting the new leading vehicle from the plurality of removed vehicles that is closest to the current leading vehicle. In relation to 1B is an illustrative example of the remote vehicle 108a the current leading vehicle. The selection of the new leading vehicle may be based on an approach to the current leading vehicle, namely the remote vehicle 108a. Thus, in 1B the processor 304 the remote vehicle 108b choose as the new leading vehicle, because the remote vehicle 108b that remote vehicle is that the distant vehicle 108a is closest. It is understood that in some implementations the selection of the new leading Vehicle may also be based on other factors, for example deceleration rate, speed), as above with block 1104 from 10 described.

In block 1112 contains the procedure 1100 monitoring the communication link between the host vehicle and the new leading vehicle. The communication link between the host vehicle and the new leading vehicle is monitored for packet loss and signal strength, much like Block 1102 , Accordingly, in block 1114 determines if a message packet has been lost. In other versions, in block 1114 determines whether the signal strength of the communication link between the host vehicle and the new leading vehicle is below a predetermined threshold. If the provision in block 1114 YES, the procedure goes 1100 to block 1116 further. In block 1116 the processor rejects 304 the V2V remote vehicle data 604 received from the leading vehicle (for example, the new leading vehicle) for the purpose of controlling a vehicle control system. For example, the processor 304 the acceleration control rate based only on host vehicle data 602 and Sensed-Remote Vehicle Data 606 obtained by on-board sensors (for example by means of the radar system 1414 ) to calculate. Furthermore, in some designs in block 1116 the communication link between the host vehicle 106 and the new leading vehicle 108b to be ended. The control of data quality, as with 11 describes the effects of distorted or unavailable V2V remote vehicle data 604 on the vehicle control methods described herein.

III. PROCEDURE FOR DANGER DETECTION

As noted above, the systems and methods described herein are generally directed to the control of a vehicle via a vehicle communications network that may include multiple vehicles and infrastructures. In some embodiments, the systems and methods discussed herein detect hazards that may present a threat to the operation and / or path of a host vehicle based in part on vehicle communication with one or more remote vehicles. Thus, the vehicle communications network 200 and the systems used in the 2 to 7 can be used to facilitate hazard detection and vehicle control via V2V communication by providing lane-level hazard forecasts in real-time.

12 shows an exemplary traffic scenario 1200 , which is used to describe some of the hazard detection systems and methods discussed herein. The traffic scenario 1200 is a simplified version of the traffic scenario 100 from 1A , In 12 has the street 1202 a first lane 1204a a second lane 1204b and a third lane 1204c , It is understood that the road 1202 may have different configurations in 12 not shown, and may have any number of lanes. The street 1202 contains a host vehicle 1206 and distant vehicles. For simplicity, the removed vehicles are generally referred to herein as distant vehicles 1208 designated. Further, for simplicity, the host vehicle is included 1206 and the distant vehicles 1208 all V2V transceivers, though they are in 12 are not individually numbered. It is understood that the host vehicle 1206 and the distant vehicles 1208 may have the same or similar components and functions as the host vehicle 106 and the remote vehicles 108 that up with the 1A . 1B . 2 to 7 are discussed. For example, the host vehicle 1206 Communications including data, messages, images and / or other information with other vehicles, users or infrastructures via DSRC and the vehicle communications network 200 from 2 send, receive and / or exchange.

By vehicle information from the distant vehicles 1208 that the host vehicle 1206 Surrounded, via DSRC, the host vehicle 1206 gains situational awareness of emerging hazards and / or can provide better control of vehicle systems and prediction of emerging hazards or lane-level problems. For example, acceleration and deceleration parameters (eg, C-ACC computer system 302) may be controlled to gently brake and avoid hard braking in apparent traffic jams based on emerging dangers or lane-level problems. Accordingly, the dynamics (for example, movement) of the host vehicle 1206 and / or an interface of the host vehicle 1206 (For example, the vehicle interface system 328 ) based in part on data from DSRC communication with distant vehicles 1208 to be controlled. Thus, information provided by the remote vehicles 1208 before and / or behind the host vehicle 1206 is passed on, for valuable information for the host vehicle 1206 which can increase safety and ensure smoother driving. Now detailed systems, methods and embodiments of hazard detection and vehicle control will be discussed in more detail.

13 shows a method 1300 for controlling a vehicle control system of a host vehicle by means of danger detection. In block 1302 contains the procedure 1300 the reception of remote vehicle data. For example, as above with block 802 from 8th discussed, the host vehicle 1206 Equipped with a V2V transceiver that can communicate with other vehicles for V2V communication on the road 1202 are operable. Thus, the host vehicle 1206 V2V remote vehicle data 604 from remote vehicles 1208 received, which are equipped for DSRC communication. In block 1304 contains the procedure 1300 access to host vehicle data. For example, as with block 804 from 8th and with 6 discussed, the vehicle sensor system 322 over the bus 330 on the host vehicle data 602 access. In block 1306 contains the procedure 1300 the detection of a hazard based on the remote vehicle data and the host vehicle data. In some embodiments, detecting the hazard includes identifying, for each remote vehicle 1208 , a longitudinal position (for example, in front of or behind) with respect to the host vehicle 1206 , a lane, which is the distant vehicle 1208 in relation to the host vehicle 1206 drives, and, for 1208 remote vehicles, are not in the same lane as the host vehicle 1206 located, a transverse direction (for example, left, right) with respect to the host vehicle 1206 , Accordingly, in one embodiment, detecting a hazard may be in block 1306 in block 1308 contain one or more of the removed vehicles 1208 by the lane and / or position relative to the host vehicle 1206 to classify. The block 1308 is described in more detail herein with respect to the 14A and 14B discussed.

In 13 can the procedure 1300 in block 1310 optionally based on the risk of calculating an acceleration control rate. In one embodiment, the processor calculates the acceleration control rate for the host vehicle 1206 according to the control model discussed above with respect to equations (1) to (5). For example, in one embodiment, detecting the hazard in block 1306 included, a leading vehicle, as with block 1004 from 10 described according to the hazard. For example, as discussed herein, in one embodiment, a remote vehicle having the greatest deceleration rate and / or the lowest (slowest) speed in the lane may be identified as a hazard. This remote vehicle could be considered a leading vehicle with the greatest impact on the operation and / or path of the host vehicle 1206 to be selected. Thus, the acceleration rate of this remote vehicle can be used to block the acceleration control rate 1310 to calculate. In block 1312 can the procedure 1300 include controlling a vehicle control system based on the hazard and / or acceleration control rate, similar to the block 808 from 8th ,

As mentioned above, in some embodiments mentioned herein, hazard detection includes identifying, for each remote vehicle, a longitudinal position (eg, in front of or behind) with respect to the host vehicle, a lane that travels the remote vehicle with respect to the host vehicle , and, for remote vehicles that are not in the same lane as the host vehicle, a lateral direction (eg, left, right) with respect to the host vehicle. Generally, the V2V remote vehicle data 604 is in the block 1304 from 12 are received, dissected, and a position of a remote vehicle and previous positions of the remote vehicle are compared with a position of the host vehicle. Method for classifying the removed vehicles 1208 by lane and position relative to the host vehicle 1206 will be regarding now 14A discussed in more detail.

14A shows a method 1400 for classifying remote vehicles according to an embodiment. In particular, the process provides 1400 for classifying remote vehicles (RV) at the lane level relative to the host vehicle (HV). For each remote vehicle 1208, in the same direction as the host vehicle 1206 drives, goes the procedure 1400 in block 1402 , to block 1404 where it is determined if the remote vehicle is in front of the host vehicle 1206 located. In particular, determined in block 1404 the processor 304 a longitudinal position (for example, in front of or behind) with respect to the host vehicle 1206 , In one embodiment, the processor 304 Use the location data from the remote vehicles 1208 are received to determine a longitudinal position. For example, if an azimuth of a remote vehicle is greater than -90 degrees and less than 90 degrees, it is determined that the remote vehicle is ahead of the host vehicle 1206 located. As an illustrative example in 12 are the distant vehicles 1208a-c . 1208E-f and 1208h-j in front of the host vehicle 1206 while the distant vehicles 1208D . 1208g and 1208k behind the host vehicle 1206 are located. When the remote vehicle 1208 in front of the host vehicle 1206 is located, the procedure goes 1400 to block 1406 further. In block 1406 contains the procedure 1400 calculating and / or predicting a predicted lateral offset between the remote vehicle 1208 and the host vehicle 1206 , In some versions, the block contains 1406 also calculating and / or predicting a predicted longitudinal offset between the remote vehicle 1408 and the host vehicle 1206 ,

Now block is 1406 in more detail with respect to 14B described a schematic diagram 1412 one in front of a host vehicle 1416 distant vehicle 14014 is that in the same direction on a winding road 1420 moves. The remote vehicle 1414 and the host vehicle 1416 are within an x-axis and y-axis coordinate frame with a reference point ( 0 , VCenterY). In one embodiment, the lateral offset (predicted lateral offset) and the longitudinal offset (predicted longitudinal offset) are determined by a current position of the host vehicle 1416 (HVVehiclePos (0)) and a remote vehicle route 1418 the remote vehicle 1414 be predicted. The remote vehicle route 1418 14 is constructed of previous trip points shown in FIG. 14B as circles along the remote vehicle travel path 1418 are shown. The previous trip points may be remote vehicle data received either by V2V communication or by the host vehicle 1416 be sensed and from the host vehicle 1416 get saved.

The remote vehicle route 1418 is defined by a line segment connecting a current position of the remote vehicle RVPos (0) with successive preceding travel points of the remote vehicle RVPos (-1) to remote vehicle RVPos (-N), where N is the total number of preceding path points. In one embodiment, to calculate the longitudinal offset (predicted longitudinal offset), a series of longitudinal offset points is determined based on individual line segment distances representing the current location of the host vehicle 1416 Connect vehicle Pos (0) to the next previous path point along the remote vehicle travel path 1418 along the y axis. If the road is curvy, as in 14B The longitudinal offset (predicted longitudinal offset) may be based on a predicted path 1420 (for example, arc, radius of predicted path 1420 ) and a course of the host vehicle 1416 based.

To determine a predicted lateral offset (predicted lateral offset), in one embodiment, a series of lateral offset points along the remote vehicle travel path 1418 based on a vertical offset between the current position of the host vehicle 1416 and a next point of the remote vehicle ride 1418 from the current location of the host vehicle 1416 calculated along the x-axis. For a winding road, like in 14B A predicted lateral offset (predicted lateral offset) may be shown at a perpendicular distance between a current position of the remote vehicle 1414 (RVPOS (0)) and a projected arc length of the host vehicle 1416 based. Additional transverse offset points may be on the arc length of the remote vehicle ride 1418 based.

Based on the calculated lateral offset points, a predicted lateral offset can be determined. For example, in one embodiment, the predicted lateral offset is determined by the location of each cross offset point. In another embodiment, the calculation of the predicted lateral offset takes into account weighting factors. In particular, in one embodiment, the predicted lateral offset calculation includes calculating the predicted lateral offset based on one or more perpendicular distances between the current position of the host vehicle and one or more remote vehicle forward travel points, and a distance between successive previous vehicle trip points of the remote vehicle current position of the remote vehicle. Now, in terms of 14C a detailed procedure 1422 for predicting a lateral offset according to an embodiment. In block 1424 Configuration parameters are read, for example, from a lookup table attached to the data 310 is stored. In block 1426 is determined based on the configuration parameters of Block 1424 determines if the weighting is possible. If the weighting is not possible, the procedure goes to step 1428 and the predicted lateral offset is computed by placement, as discussed above, without weighting. For example, the predicted lateral offset may be determined by calculating an average of multiple lateral offset points.

If in block 1426 the weighting is possible is in block 1430 based on the configuration parameters of Block 1424 determines if inverse distance weighting (IDW) is possible. IDW provides greater significance to past path points that are closer in two-dimensional Euclidean distance to the current position of the remote vehicle. In one embodiment, the weighting value may decrease as the distance of the previous trip points from the current position of the remote vehicle increases. If IDW is not possible, in block 1432 calculates the predicted lateral offset by ordering with a standard weighting factor. For example, the standard weighting factor can be expressed mathematically as: $$w_i=\frac{1}{i}$$

wobei x_c eine gegenwärtige x-Achsenposition des entfernten Fahrzeugs ist, y_c eine gegenwärtige y-Achsenposition des entfernten Fahrzeugs ist, x₁ die jüngste zurückliegende Pfadposition des entfernten Fahrzeugs auf der x-Achse ist (RVPosX(-1)), y₁ die jüngste zurückliegende Pfadposition des entfernten Fahrzeugs auf der y-Achse ist (RVPosY(-1)), x_n die n-te zurückliegende Pfadposition des entfernten Fahrzeugs auf der x-Achse ist, und y_n die n-te zurückliegende Pfadposition des entfernten Fahrzeugs auf der y-Achse ist. Die zweidimensionale euklidische Distanz berücksichtigt den Abstand zwischen aufeinanderfolgenden zurückliegenden Pfadpunkten des entfernten Fahrzeugs 1414 und der gegenwärtigen Position des entfernten Fahrzeugs 1414. Wieder in Bezug auf 14C wird in Block 1436 ein Gewichtungsfaktor für die IDW-Funktion basierend auf dem Abstand zwischen den aufeinanderfolgenden zurückliegenden Pfadpunkten berechnet, wie in Block 1434 bestimmt. In einer Ausführung kann der Gewichtungsfaktor ausgedrückt werden als: $$w_i=\frac{1}{d_i^p}$$

wobei p ein Potenzfaktor ist, der zur Steuerung des Gewichtungsspeichers verwendet wird. Somit ist der Gewichtungsfaktor in Gleichung (8) abhängig vom Abstand zwischen aufeinanderfolgenden zurückliegenden Pfadpunkten des entfernten Fahrzeugs 1414 und der gegenwärtigen Position des entfernten Fahrzeugs 1414. Zum Beispiel kann in einer Ausführung der Gewichtungswert abnehmen, wenn der Abstand der zurückliegenden Pfadpunkte von der gegenwärtigen Position des entfernten Fahrzeugs zunimmt. Dementsprechend wird in Block 1438 der Gewichtungsfaktor angewendet, um den vorhergesagten Querversatz zu berechnen. Dies kann mathematisch ausgedrückt werden als: $$\text{Vorhergesagter Querversatz}=\frac{{\text{Querversatz}}_1+{\displaystyle {\sum }_{k=3}^{M+2}{\text{w}}_{\text{k-2}}\cdot {\text{Querversatz}}_{\text{k}}}}{1+{\displaystyle {\sum }_{i=1}^M{w}_i}}$$

If IDW is possible, the procedure goes 1422 to block 1434 where the two-dimensional Euclidean emission distance between successive trailing path points (e.g., successive trailing path points on the remote vehicle lane 1418 ) is calculated according to the following function: $$di=\sqrt{{\left(x_c-x_1\right)}^2+{\left(y_c-y_1\right)}^2}+{\displaystyle {\Sigma }_{n=1}^{i+1}\sqrt{{\left(x_n-x_{n-1}\right)}^2+{\left(y_n-y_{n-1}\right)}^2}}$$

where x _{c is} a current x-axis position of the remote vehicle, y _{c is} a current y-axis position of the remote vehicle, x _{1 is} the most recent past path position of the remote vehicle on the x-axis (RVPosX (-1)), y ₁ the recent past path position of the remote vehicle on the y-axis (RVPosY (-1)), x is the n-th past path position of the remote vehicle _n on the x-axis and y _{n is} the n-th past path position of the remote Vehicle is on the y-axis. The two-dimensional Euclidean distance takes into account the distance between successive past path points of the remote vehicle 1414 and the current position of the remote vehicle 1414 , Again in relation to 14C will be in block 1436 calculates a weighting factor for the IDW function based on the distance between the successive previous path points, as in block 1434 certainly. In one embodiment, the weighting factor can be expressed as: $$w_i=\frac{1}{d_i^p}$$

where p is a power factor used to control the weight memory. Thus, the weighting factor in equation (8) is dependent on the distance between successive past path points of the remote vehicle 1414 and the current position of the remote vehicle 1414 , For example, in one embodiment, the weighting value may decrease as the distance of the trailing path points from the current position of the remote vehicle increases. Accordingly, in block 1438 the weighting factor is applied to calculate the predicted lateral offset. This can be expressed mathematically as: $$\text{Predicted lateral offset}=\frac{{\text{transverse offset}}_1+{\displaystyle {\Sigma }_{k=3}^{M+2}{\text{w}}_{\text{k-2}}\cdot {\text{transverse offset}}_{\text{<figure-callout id="1" label="k" filenames="DE102017223364A1\_0021.png,DE102017223364A1\_0022.png" state="{{state}}">k</figure-callout>}}}}{1+{\displaystyle {\Sigma }_{i=1}^M{w}_i}}$$

In block 1440 the predicted lateral offset is used to classify the lane and position of the remote vehicle, and the process returns to block 1408 from 14A back. Again in relation to 14A contains the procedure 1400 in block 1408 determining and / or associating a lane with the remote vehicle based on the predicted lateral offset. The lane is determined and / or associated with the host vehicle and may include a directional component related to the host vehicle and / or host vehicle lane. In one implementation, the remote vehicle lane may be determined based on the predicted lateral offset with respect to lane widths. Data about the lane widths of the road 1202 can, for example, map component data 314 to be obtained. The classification may include a lane identifier (eg, adjacent lane, same lane), a direction of the lane relative to the host vehicle, and / or the host vehicle lane (eg, right, left) and a distance that is the direction of the lane relative to the host vehicle and / or the host vehicle lane is associated (for example, far left, far right). The lane allocation and / or lane classification of the remote vehicle may include, but are not limited to, the same lane as the host vehicle, on a right adjacent lane with respect to the host vehicle, in a lane far to the right relative to the host vehicle on the left adjacent Lane with respect to the host vehicle, and on the left lane with respect to the host vehicle. For example, located in 12 the remote vehicle 1208E on the same lane (ie the second lane 1204b like the host vehicle 1206 ), is the remote vehicle 1208C on the left adjacent lane (ie the first lane 1204a ) and is the remote vehicle 1208j on the right adjacent lane (ie the third lane 1204c ). It is understood that other types (eg, discrete values, numerical values, continuous values) of lane classifications may be implemented.

In block 1410 contains the procedure 1400 classifying the remote vehicle at the lane level relative to the host vehicle. This may be on the block 1408 certain remote vehicle lane. The classification may include a lane identifier (eg, adjacent lane, same lane), a direction of the lane relative to the host vehicle, and / or the host vehicle lane (eg, right, left) and a longitudinal position relative to the host vehicle (eg, before, behind ) contain. For example, a remote vehicle is classified on the same lane as the host vehicle than in the same lane and in front of the host vehicle. A distant vehicle on the left adjacent lane is classified into the left adjacent lane and in front of the host vehicle. A distant vehicle on the right adjacent lane is classified into the right adjacent lane and in front of the host vehicle. As an embodiment in relation to 12 For example, the remote vehicle 1208c may be classified as being on the left adjacent lane 1204a and in front of the host vehicle 1206 , It is understood that other types (eg, discrete values, numerical values, continuous values) of the remote vehicle classifications may be implemented. As discussed herein, these classifications are used to facilitate the determination of lane-level hazards.

Now, in terms of 15 an exemplary method 1500 for danger detection by means of vehicle communication according to another embodiment shown. In one embodiment, the method may 1500 used for speed hazard detection on the lane level. Monitoring the traffic flow state avoids unnecessary driving delays and stresses on the driver, especially in clogged traffic scenarios. By means of the DSRC communication described herein, lane-level speed monitoring with V2V-remote vehicle data may help provide lane-level traffic flow information to a driver of a host vehicle and / or may be used to control the host vehicle for lane-level traffic flow problems to predict and avoid. 15 is in relation to the 2 to 7 . 12 and 13 described. In block 1502 contains the procedure 1500 receiving remote vehicle data as above in block 1302 from 13 described. Further, the method contains 1500 in block 1504 accessing host vehicle data as above with block 1304 from 13 discussed. In block 1506, the method includes 1500 classifying the lane and position of each remote vehicle with respect to the host vehicle, as above with Block 1308 from 13 discussed. In block 1508 contains the procedure 1500 calculating traffic flow data at the lane level.

In one embodiment, calculating traffic flow data at the lane level in block 1508 to determine a traffic flow velocity for each lane by locating the speed of each remote vehicle in each lane in front of the host vehicle. As an illustrative example with respect to 12 can be a traffic flow speed for the first lane 1204a by setting up the speed data (for example in block 1502 received) for distant vehicles 1208a . 1208b and 1208C be determined, which is on the first lane 1204a and in front of the host vehicle 1206 are located. The traffic flow speed for the lanes 1204b and 1204c can be determined in a similar way.

In another embodiment, calculating lane level traffic flow data in block 1508 to identify a remote vehicle of each lane having the lowest (for example, minimum) speed among all distant vehicles in the respective lane. For example, the processor 304 the speed of each remote vehicle in front of the host vehicle 1206 based on the in block 1502 receive received remote vehicle data. For each lane, the processor determines 304 which remote vehicle has the lowest speed. As an illustrative example, in the first lane 1204a the remote vehicle 1208a have a speed of 45 mph (about 72 km / h), the remote vehicle can 1208b have a speed of 30 mph (about 48 km / h), and may be the distant vehicle 1208C have a speed of 35 mph (about 56 km / h). In this example, the processor identifies 304 the remote vehicle 1208b that in the first lane 1204a has the lowest speed. Remote vehicles with a minimum speed for the lanes 1204b and 1204c can be determined in a similar way.

In some embodiments, the process can 1500 optional included, in block 1510 determine, based on the traffic flow data, whether a traffic flow hazard is detected. A traffic flow hazard may affect the operation and / or the path of the host vehicle 1206 affect. For example, in one embodiment, if a remote vehicle is identified on the same lane as the host vehicle as having a minimum speed that is less than a predetermined threshold, the processor may 304 determine that there is a danger. If in some implementations the provision in block 1510 NO, the procedure can block 1508 to return. Otherwise, the procedure may contain, in block 1512 calculate an acceleration control rate of the host vehicle. The Acceleration control rate may be based on traffic flow information. For example, the acceleration control rate may be determined based on the control model discussed above in equations (1) through (5). In one embodiment, the leading vehicle may be as in block 1004 of FIG 10 described based on the remote vehicle located on the same lane as the host vehicle and identified as having the lowest speed and / or the highest deceleration rate.

In block 1514 contains the procedure 1500 the control of a vehicle control system based on traffic flow data and / or traffic flow hazard. For example, the processor 304 a visual feedback on the ad 510 indicating the traffic flow in each lane and / or identifying a remote vehicle as a traffic flow hazard. For example, a graph showing a remote vehicle on the same lane as the host vehicle identified as having the lowest speed may be highlighted to warn the driver of the potential traffic flow hazard. It is understood that other types of feedback based on the traffic flow data via the vehicle interface system 328 can be provided. In other versions, as above with block 808 from 8th may be controlled one or more vehicle systems 404 based on the acceleration control rate and / or the danger. For example, the acceleration control rate from the C-ACC control system 300 may be sent to the ECU 320 to control one or more vehicle systems according to the acceleration control rate.

Now, another method of danger detection by means of vehicle communication with respect to 16 described. In particular shows 16 a procedure 1600 hazard detection based on the identification of remote vehicle lane change according to one embodiment. 16 is in relation to the 2 to 7 and 13 described. In block 1602 contains the procedure 1600 receiving remote vehicle data as above with block 1302 from 13 described. Further, the method contains 1600 in block 1602 access to host vehicle data as above with block 1304 from 13 discussed. In block 1606 contains the procedure 1500 classifying the lane and position of each remote vehicle with respect to the host vehicle, as above with Block 1308 from 13 and with the 14A . 14B and 14C discussed. In some versions, in the block 1606 remote vehicles that are in front of the host vehicle and on the same lane we drive the host vehicle identified (for example, as in 14A classified). An illustrative example is related to 17 described that a traffic scenario 1700 shows that the traffic scenario of 12 is similar. For the sake of simplicity, like numbers represent like elements. In 17 drive the distant vehicles 1208C . 1208D and 1208E in front of the host vehicle 1206 in the same lane as the host vehicle 1206 ,

Again in relation to 16 contains the procedure 1600 in block 1608, identifying lane changes of the remote vehicles in front of the host vehicle. In one implementation, the processor analyzes 304 the trajectory (for example, the current position and the previous position) of each remote vehicle 1208 relative to the trajectory of the host vehicle 1206 to determine if one or more of the removed vehicles 1206 the lanes have changed within a predetermined time window. The processor 304 can predict pending lane changes by giving a turn signal status to each remote vehicle 1208 relative to a transverse distance between the remote vehicle 1208 and the host vehicle 1206 , Lateral acceleration, yaw rate and course analyzed. In another embodiment, for each remote vehicle 1208 in front of the host vehicle in the same lane as the host vehicle 1206 determines, determines whether a turn signal of the remote vehicle 1208 is activated to determine a number of lane changes.

In block 1610 it is determined whether the number of active turning signals and / or the number of identified lane changes exceeds a predetermined threshold. If the provision in block 1610 NO, no danger is detected and the method 1600 may block 1602 decline. Otherwise, in block 1612 determines whether the speed of the remote vehicle 1 108 is lower than a predetermined speed threshold. This deceleration may indicate that one or more of the removed vehicles 1208 slowing down before lane changes in a similar manner. If the provision in block 1612 NO, no danger is detected and the procedure can 1600 in block 1602 decline. Otherwise, the procedure may 1600 in block 1614 optionally, to calculate an acceleration control rate. In one embodiment, the processor calculates 304 the acceleration control rate for the host vehicle 1206 according to the control model discussed above with respect to equations (1) to (5). Furthermore, the method can 1600 in block 1616 to control a vehicle control system of the host vehicle based on the lane changes and / or the acceleration control rate. For example, the processor 304 visual feedback on the display 510 generate, which represents the danger and / or provides a message about the danger. For example, the processor 304 a graphic generate, which represents a potential danger on the lane for the host vehicle. The lane and / or danger may be highlighted to warn the driver of the potential traffic flow hazard. It is understood that other types of feedback based on the traffic flow data via the vehicle interface system 328 can be provided. In other versions, as above with block 808 from 8th may or may be one or more vehicle systems 404 be controlled based on the acceleration control rate and / or the danger. For example, the acceleration control rate from the C-ACC control system 300 may be to the ECU 320 to control one or more vehicle systems according to the acceleration control rate.

IV. METHOD OF IMPROVING ASSISTANCE

As noted above, the systems and methods described herein are generally directed to controlling a vehicle via a vehicle communications network that may include multiple vehicles and infrastructures. In some embodiments, co-operative threading assistance may be provided by means of a vehicle communication network between vehicles equipped for V2V (eg, DSRC) communication. For example, DSRC communication can be used to support a host vehicle threading into a traffic jam lane. 18 shows an exemplary traffic scenario 1800 which is used to describe the system and procedures for cooperative threading assistance. In 18 includes the traffic scenario 1800 one or more vehicles on a street 1802 that is a first lane 1804a and a second lane 1804b having. It is understood that the street 1802 can also have other configurations, which in 18 not shown, and may have any number of lanes.

The traffic scenario 1800 contains a host vehicle 1806 that on a lane 1804b Intends to drive in the lane 1804a threading. In some versions, the lane becomes 1804a referred to as Einfädelfahrspur. On the lane 1804a drive distant vehicles. The removed vehicles are generally designated by reference numeral 1808. However, in particular, the remote vehicles 1808 may also be considered a remote vehicle 1808a , removed vehicle 1808b and distant vehicle 1808C be designated. In some embodiments, the removed vehicles 1808 also as a plurality of distant vehicles 1808 be designated. Similar to the host vehicle 106 used with the 1A . 1B and 2 to 7 is discussed, the host vehicle 1806 Send, receive and / or exchange communications including data, messages, images and / or other information with other vehicles, users or infrastructures using DSRC. For simplicity, included in 18 the host vehicle 1806 and the remote vehicles 1808 all V2V transceivers. It is understood that the host vehicle 1806 and the distant vehicles 1808 may also contain the same or similar components and functions as those above with the host vehicle 106 and the distant vehicles 108 are discussed. Throughout this description of co-operative threading assistance is referred to the components of 2 to 7 Referenced.

The host vehicle 1806 may include a plurality of mid-range radars or other sensor devices that are part of the radar system 414 could be. In Fig. 18, the plurality of mid-range radars may include a front left mid-range radar 1810 included, located at a front left corner of the host vehicle 1806 is located, a front right mid-range radar 1812 located at a front right corner area of the host vehicle 1806 located, a rear left midrange radar 1814 located at a rear left corner of the host vehicle 1806 as well as a rear right midrange radar 1816 located at a rear right corner of the host vehicle 1806 located. However, in other embodiments, the plurality of midrange radars may also be located at any suitable location on the host vehicle 1806 be arranged.

Now, in terms of 19 a process flow diagram of a method 1900 in order to provide cooperative threading assistance by means of a vehicle communication network according to an embodiment. In block 1902 contains the procedure 1900 activating a threading assistance system (eg, vehicle computer system 302). For example, user input (eg, from the driver) may be from the input section of the vehicle interface system 328 received to activate a threading assist mode. In block 1904 contains the procedure 1900 the receipt of remote vehicle data via one or more remote vehicles listed above with block 802 from 8th discussed. The remote vehicle data may include V2V remote vehicle data 604 from the remote vehicles 1808 and / or sensed-remote vehicle data 606 included over the distant vehicles 1808. In one embodiment, the processor 304 Speed data from the one or more remote vehicles 1808 sent in a threading lane (for example the lane 1804a ) drive, via the vehicle communication network 200 receive. For example, the processor 304 Speed data from the one or more remote vehicles 1808 via the vehicle communication network 200 to be sent.

In addition, in some embodiments, position data of the one or more remote vehicles 1808 from the sensor system of the host vehicle 1806 receive an area around the host vehicle 1806 monitored around. For example, the processor 304 Position data about one or more of the removed vehicles 1808 received via the plurality of mid-range sensors (for example, Sensed-Remote-Vehicle-Data 606 from the radar system 414 ), as above with 18 discussed. In block 1906 The method 1900 includes accessing host vehicle data from the host vehicle. For example, as above with block 804 from 8th discussed, the vehicle sensor system 322 over the bus 330 on the host vehicle data 602 access.

In block 1908 can the procedure 1900 optionally, to calculate an acceleration control rate. In some embodiments, computing the acceleration control rate may be calculated with some or all of the components shown in equations (1) through (5) and with block 806 from 8th are discussed. In particular, the processor calculates 304 the acceleration control rate for the host vehicle 1808 according to the control model discussed above in equations (1) to (5). In an embodiment discussed herein, the acceleration control rate of the host vehicle may 1806 on a posting in block 1904 received speed data based. In block 1910, the method 1900 to control a vehicle system of the host vehicle, similar to the block 808 from 8th , For example, in one embodiment, the processor 304 the host vehicle 1806 according to the acceleration control rate by providing for automatic braking and / or acceleration for speed control based on the acceleration control rate. In some versions, the processor can 304 control the vehicle interface system 328 to provide threading assistance feedback to the driver of the host vehicle 1806 to care. In other embodiments, an active force pedal (AFP) of the accelerator pedal 514 be controlled to provide an active feedback force to the driver's foot when the driver accelerator pedal 514 suppressed. The driving 1900 is now in relation to the 20 and 21 described in more detail.

In one embodiment, the threading assistance is given to the host vehicle by providing velocity guidance. The speed guide assists the host vehicle 1806 at an appropriate speed for threading relative to the remote vehicles 1808 , 20 shows a method 2000 for speed guidance by means of the vehicle communication network 200. In the block 2002 contains the procedure 2000 enabling a threading assistance system similar to the block 1902 from 19 , In block 2004 contains the procedure 2000 receiving V2V remote vehicle data 604 via the vehicle communications network 200 , In particular, the processor can 304 Speed data from one or more distant vehicles 1808 driving in a threading lane (for example the lane 1804a ), via the vehicle communication network 200 receive. For example, the processor 304 Speed data from the one or more remote vehicles 1808 via the vehicle communication network 200 to be sent.

In block 2006 can the procedure 2000 to access host vehicle data from the host vehicle. For example, as above with block 804 from 8th discussed, the vehicle sensor system 322 of the host vehicle 1806 over the bus 330 on the host vehicle data 602 access. In one embodiment, the processor attacks 304 at a speed of the host vehicle 1806 and a position of the host vehicle 1806 to and / or ask these.

In block 2008 contains the procedure 2000 the calculation of an average speed of the one or more distant vehicles 1808 located in the threading lane (ie the lane 1804a ) are located. The processor 304 can calculate the average speed based on the speed data from each of the removed vehicles 1808 via the vehicle communication network 200 in block 2004 be received. In addition, the processor can 304 the average speeds of the host vehicle 1806 in block 2010 to compare. Based on the comparison, the procedure can 2000 in block 2012, calculating an acceleration control rate based on the average speed and / or the comparison between the average speed to the host vehicle 1806 contain. The acceleration control rate may be from the processor 304 calculated to be a difference between the average speed of the one or more distant vehicles 1808 and the speed of the host vehicle 1806 to minimize.

In other words, the average speed may be used to calculate and / or set a target acceleration rate of the host vehicle 1806. The processor 304 can determine if the speed of the host vehicle 1806 above or below the target acceleration rate. If, for example, the processor 304 determines that the speed of the host vehicle 1806 is less than the target acceleration rate, the processor can 304 in block 2014 a vehicle system of the host vehicle 1806 control to inform the driver and / or the host vehicle 1806 to automatically increase the acceleration as discussed herein. For example, the processor 304 a command based on the comparison to the AFP of the accelerator pedal 514 to provide a soft response that encourages the driver to give more acceleration to get into the lane 1804a threading. Alternatively or additionally, the processor 304 provide the vehicle interface system 328 with a visual indication to increase the acceleration. Furthermore, in some designs in block 2014 the processor 304 output the acceleration control rate to the vehicle control system to determine the movement of the host vehicle 1806 in accordance with the acceleration control rate.

If the processor 304 determines that the speed of the host vehicle 1806 is greater than the target speed of the host vehicle 1806, the processor may 304 in block 2014 Send commands to the AFP of the accelerator pedal 514 to control to provide an active force feedback that simulates a pressing force (pushing or counter-pressure) on the driver's foot. The active force feedback simulating the compressive force can be generated with a feedback force which is a difference between the speed of the host vehicle 1806 and the target speed of the host vehicle 1806 correlated. Thus, the driver of the host vehicle 1806 with a force equal to the difference between the speed of the host vehicle 1806 and the target speed of the host vehicle 1806, encourages the host vehicle 1806 to accelerate and / or delay. Furthermore, the processor can 304 with the vehicle interface system 328 give a visual indication, reduce the speed and / or increase. The brightness of the visual display can be synchronized with the AFP feedback force, which is positively correlated with the speed difference.

Additionally for speed guidance, as above with 20 discussed, the systems and methods discussed herein may determine accurate positioning for threading assistance. Now, in terms of 21 a procedure 2100 for threading assistance by means of position guidance according to an embodiment. In block 2112 contains the procedure 2100 the activation of a threading assistance system similar to the block 1902 from 19 , In block 2104 contains the procedure 2100 receiving remote vehicle data. In one embodiment, the processor 304 V2V remote vehicle data 604 (eg, speed data) received as above with block 2004 from 20 discussed. Furthermore, in this embodiment, the processor 304 A sensed-Remote-vehicle data 606 receive. In particular, the processor can 304 Position data about one or more of the removed vehicles 1808 received over the plurality of mid-range sensors (for example, from the radar system 414 sensed remote vehicle data). In addition, the procedure can 2100 in block 2106 included on host vehicle data 602 access as above with block 804 from 8th discussed.

In block 2108 is based on the sensed remote vehicle data 606 determines whether any objects (for example, distant vehicles 1808 , Dangers) are detected. In particular, the processor determines 304 based on the position data, whether one or more remote vehicles 1808 in an area around the host vehicle 1806 are located. If the determination in block 2108 NO, the procedure can 2100 to block 2114 go on to the vehicle system 404 of the host vehicle 1806 based on the position data to control. For example, shows 22A a traffic scenario 2202, which is a simplified representation of the traffic scenario 1800 which is the host vehicle 1806 contains. In this example, in the threading lane 1804a No radar objects detected (for example, distant vehicles, hazards). Accordingly, the processor 304 control the vehicle interface system to provide a visual indication that it is for the host vehicle 1806 be sure to thread in the threading lane 1804a. For example, the vehicle interface system 328 on the display 510 to show a green light. In other embodiments, the processor 304 one or more vehicle systems 404 drive to the driver and / or the host vehicle 1806 to assist in the threading lane 1804a threading.

If, in relation to 21 , the provision in block 2108 YES, the procedure can 2100 optional to block 2110 proceed to a type of threading scenario based on a relative position of the host vehicle 1806 to the one or more distant vehicles 1808 to identify. In one embodiment, the vehicle computer system stores 302 Einfädelmodelldaten 318 , The threading model data 318 can be used to identify the type of threading scenario. Thus, in block 2114 implemented control of vehicle systems 404 partly on the type of threading scenario based. In addition, in some implementations that in the 13 . 14A and 14C described remote vehicle classification method can be used to identify and classify the type of threading scenario. In one embodiment, the type of threading scenario is one of: a side-by-side threading scenario, as in FIG 22B shown a rear threading scenario, as in 22C shown a front-threading scenario, as in 22D shown, or an intermediate threading scenario, as in the 22E and 22F shown. Each of these scenarios is discussed in more detail herein.

In block 2112 can the procedure 2100 optionally based on a relative position of the host vehicle 1206 to the one or more distant vehicles 1808 , a speed of the host vehicle and a speed of the one or more remote vehicles 1808 to calculate an acceleration control rate and / or calculate a safety margin to thread in the lane. In some embodiments, the acceleration control rate and / or the safety margin is also based on that in block 2112 calculated type of threading scenario. It is understood that in some embodiments, the calculation of the acceleration control rate may also be implemented by means of the equations (1) to (5) discussed above.

In relation to 22B a side-by-side threading scenario 2204 is shown. In particular, there is at least one of the remote vehicles, namely the remote vehicle 1808a next to the host vehicle 1806 in the threading lane 1804a , The remote vehicle 1808a is based on in block 2104 received sensed-removed vehicle data 606 detected. In this example, based on the type of threading scenario in block 2112 the processor 304 calculate an acceleration control rate to the host vehicle 1806 to slow down. The processor 304 can in block 2114 control a braking system based on the acceleration control rate by specifying a deceleration rate. In one embodiment, the delay rate is 0 , 08G. Alternatively or in addition to the automatic brake control, the processor 304 also provide the vehicle interface system 328 with a visual indication to warn and / or to encourage increased acceleration to thread. For example, a visual reference to the ad 510 displayed to the driver of the host vehicle 1806 to instruct, to slow down by showing a red glowing hint. The red glowing indicia could also indicate to the driver that it is unacceptable to thread into the infeed lane 1804a. In addition, the processor can 304 control the AFP by providing greater feedback drag. In one embodiment, the larger feedback drag may include 100% drag.

Again in relation to 21 can, as mentioned above, in block 2112 the procedure 2100 Also included to determine a safety distance for threading in the Einfädelfahrspur. In one embodiment, the safety margin is based on one or more remote vehicles 1808 in the threading lane 1804a , a safety limit for the host vehicle 1806 to enter the threading track 1804a threading. In some versions, the safety distance is based on that in block 2110 identified type of threading scenario. In relation to 22C is a rear threading scenario 2206 shown according to an embodiment. Here is the host vehicle 1806 adjacent (for example in the adjacent lane) to the remote vehicle 1808a and at the rear end of the remote vehicle 1808a , In one embodiment, the processor determines 304 that is the host vehicle 1806 at the side (for example, adjacent) of the remote vehicle 1808a and at the rear end of the remote vehicle 1808a is and can be based on the threading models 218 Identify a type of threading scenario as a rear-threading scenario. Based on the type of threading scenario, the processor calculates 304 in block 2112 an acceleration control rate to the host vehicle 1806 to slow down.

wobei m eine konstante Variable in Metern ist, V_HV eine Geschwindigkeit des Hostfahrzeugs 1806 ist, und V_RV eine Geschwindigkeit des entfernten Fahrzeugs 1808a ist. In einigen Ausführungen ist der Sicherheitsabstand auf einen vorbestimmten Bereich beschränkt, der teilweise auf dem Einfädel-Typ beruhen kann, zum Beispiel, für ein Hinten-Einfädelszenario, zwischen 4 und 25 Metern. In einem Ausführungsbeispiel beträgt die konstante Variable m 5 Meter. Jedoch kann in einigen Ausführungen die oben gezeigte Sicherheitsabstandsgleichung (10) auch auf der Geschwindigkeit des Hostfahrzeugs 1806 und der Geschwindigkeit des entfernten Fahrzeugs 1808a beruhen. Wenn zum Beispiel der Prozessor 304 bestimmt, dass die Geschwindigkeit des Hostfahrzeugs 1806 größer als die Geschwindigkeit des entfernten Fahrzeugs 1808a ist, kann die konstante Variable m vergrößert werden (zum Beispiel von 5m auf 10m), was in einem größeren Sicherheitsabstand resultiert. Wenn jedoch die Geschwindigkeit des Hostfahrzeugs1806 kleiner als die Geschwindigkeit des entfernten Fahrzeugs 1808a ist, kann die konstante Variable m verringert werden (zum Beispiel von 5m auf 2m), was in einem kleineren Sicherheitsabstand resultiert.In another embodiment, the processor determines 304 a safety margin for the host vehicle 1806 to thread into the threading lane 18084a according to the following equation: $$DS=m+1.5s*\left(V_{HV}-V_{RV}\right)$$

where m is a constant variable in meters, V _{HV is} a speed of the host vehicle 1806 is, and V _{RV is} a speed of the remote vehicle 1808a is. In some embodiments, the safety margin is limited to a predetermined range, which may be based in part on the threading type, for example, for a rear threading scenario, between 4 and 25 meters. In one embodiment, the constant variable m is 5 meters. However, in some implementations, the safety distance equation (10) shown above may also be based on the speed of the host vehicle 1806 and the speed of the remote vehicle 1808a. If, for example, the processor 304 determines that the speed of the host vehicle 1806 greater than the speed of the remote vehicle 1808a is, can be the constant Variable m are increased (for example, from 5m to 10m), resulting in a greater safety margin. However, if the speed of the host vehicle 1806 is less than the speed of the remote vehicle 1808a is, the constant variable m can be reduced (for example, from 5m to 2m), resulting in a smaller margin of safety.

In one embodiment, the processor determines 304 a current distance D _X between the host vehicle 1806 and the remote vehicle 1808a, as in FIG 22C shown. The processor 304 can compare the current distance with the safety distance. If the current distance is less than the safety margin, then the processor determines 304 that it is for the host vehicle 1806 not sure in the lane 1804a thread, because there is a risk of collision between the host vehicle 1806 and the distant vehicle 1808a consists. Accordingly, in an embodiment in block 2114 the processor 304 the vehicle interface system 328 to provide feedback to the host vehicle 1806 to slow down. For example, on the display 510 a visual hint indicating that threading is not secure. Otherwise, if the processor 304 determines that the current distance is greater than the safety margin, the processor determines 304 that it is for the host vehicle 1806 sure is in the lane 1804a threading. The processor 304 can the vehicle interface system 328 to provide feedback to ensure it is safe in the lane 1804a threading. For example, the processor 304 the ad 510 to display a green light.

In another embodiment, computing the safety distance in block 2112 also included to calculate a control value for controlling a vehicle system. For example, if it is determined that the current distance between the host vehicle 1806 and the distant vehicle 1808a is smaller than the safety margin, the processor can 304 calculate a control value as a function of a difference between the current distance and the safety distance. In one embodiment, the control value is calculated according to the present equation: $$CV=\frac{D_X-\left[5m+1.5s*\left(V_{HV}-V_{RV}\right)\right]}{5m}$$

The control value may be saturated to a predetermined range. In one embodiment, the control value is saturated to a range of -1 to 0. The control value may be used to one or more of the vehicle systems 404 in block 2114 to control. For example, if it is determined that the current distance is less than the safety margin, the processor may 304 calculate an acceleration control rate based in part on the control value. As another example, the processor 304 the ad 510 to provide a red light with a brightness that can be modified and / or adjusted based on the control value. For example, the brightness of the red light may be increased as the control value increases. The closer the host vehicle 1806 the distant vehicle 1808a is, the higher the control value and / or the stronger the feedback. In another embodiment, the AFP counterforce (eg, feedback force) may be adjusted and / or modified based on the control value. The AFP feedback force may increase as the control value increases.

Now, in terms of 22D a front threading scenario 2208 shown according to an embodiment. Here is the host vehicle 1806 on the side (for example, the adjacent lane) of the remote vehicle 1808a and at the front end of the remote vehicle 1808a , In one embodiment, the processor determines 304 that is the host vehicle 1806 at the side of the remote vehicle 1808a and at the front end of the remote vehicle 1808a and can specify the type of threading scenario as the front threading scenario based on the threading model 318 identify. In some versions, the processor can 304 calculate an acceleration control rate based on the type of threading scenario to the host vehicle 1806 to accelerate.

wobei m eine konstante Variable in Metern ist, V_HV eine Geschwindigkeit des Hostfahrzeugs 1806 ist und V_RV eine Geschwindigkeit des entfernten Fahrzeugs 1808a ist. In einigen Ausführungen ist der Sicherheitsabstand auf einen vorbestimmten Bereich beschränkt, zum Beispiel zwischen 5 und 12 Meter. In einem Ausführungsbeispiel ist die konstante Variable m 8 Meter. Jedoch kann in einigen Ausführungen die oben gezeigte Sicherheitsabstandsgleichung auch auf der Geschwindigkeit des Hostfahrzeugs 1806 und der Geschwindigkeit des entfernten Fahrzeugs 1808a beruhen. Wenn zum Beispiel der Prozessor 304 bestimmt, dass die Geschwindigkeit des Hostfahrzeugs 1806 größer als die Geschwindigkeit des entfernten Fahrzeugs 1808a ist, kann die konstante Variable m vergrößert werden (zum Beispiel von 8m auf 12m), was in einem größeren Sicherheitsabstand resultiert. Wenn jedoch die Geschwindigkeit des Hostfahrzeugs 1806 kleiner als die Geschwindigkeit des entfernten Fahrzeugs 1808a ist, kann die konstante Variable m verringert werden (zum Beispiel von 8m auf 4m), was in einem kleineren Sicherheitsabstand resultiert.In another embodiment, the processor determines 304 a safety margin for the host vehicle 1806 to thread into the threading lane 1804a according to the following equation: $$DS=m+1.5s*\left(V_{HV}-V_{RV}\right)$$

where m is a constant variable in meters, V _{HV is} a speed of the host vehicle 1806 and V _{RV is} a speed of the remote vehicle 1808a is. In some embodiments, the safety margin is limited to a predetermined range, for example between 5 and 12 meters. In one Embodiment is the constant variable m 8 meters. However, in some embodiments, the safety margin equation shown above may also be based on the speed of the host vehicle 1806 and the speed of the remote vehicle 1808a. If, for example, the processor 304 determines that the speed of the host vehicle 1806 greater than the speed of the remote vehicle 1808a is, the constant variable m can be increased (for example, from 8m to 12m), resulting in a larger margin of safety. However, if the speed of the host vehicle 1806 less than the speed of the vehicle being removed 1808a is, the constant variable m can be reduced (for example, from 8m to 4m), resulting in a smaller margin of safety.

In one embodiment, the processor determines 304 a current distance D _X between the host vehicle 1806 and the remote vehicle 1808a, as in FIG 22D shown. The processor 304 can compare the current distance with the safety distance. If the current distance is less than the safety margin, then the processor determines 304 that it is for the host vehicle 1806 not sure in the lane 1804a thread, because there is a risk of collision between the host vehicle 1806 and the distant vehicle 1808a consists. Accordingly, in an embodiment in block 2114 the processor 304 the vehicle interface system 328 control to provide feedback to the speed of the host vehicle 1806 to increase. For example, on the display 510 a visual indication indicating that threading is not secure. Otherwise, if the processor 304 determines that the current distance is greater than the safety margin, the processor determines 304 that it is for the host vehicle 1806 sure is in the lane 1804a threading. In this scenario, the processor can 304 the vehicle interface system 328 to provide feedback to ensure it is safe in the lane 1804a threading. For example, the processor 304 the ad 510 to display a green light.

In another embodiment, computing the safety distance in block 2112 also included to calculate a control value for controlling the vehicle system. For example, if it is determined that the current distance between the host vehicle 1806 and the distant vehicle 1808a is smaller than the safety margin, the processor can 304 calculate a control value as a function of a difference between the current distance and the safety distance. In one embodiment, the control value is calculated according to the present equation: $$CV=\frac{D_X-\left[\mathrm{8th}m+1.5s*\left(V_{HV}-V_{RV}\right)\right]}{\mathrm{8th}m+1.5s*\left(V_{HV}-V_{RV}\right)}$$

The control value may be saturated according to a predetermined range. For example, in one embodiment, the control value is saturated to a range of -1 to 0. The control value can be used to one or more vehicle systems 404 in block 2114 to control. For example, if it is determined that the current distance is less than the safety margin, the processor may 304 calculate an acceleration control rate based in part on the control value. As another example, the processor 304 the ad 510 to provide a blue light with a brightness that can be modified and / or adjusted based on the control value. For example, the brightness of the blue light may increase as the control value increases. The closer the host vehicle 1806 the distant vehicle 1808a is, the higher the tax value and the stronger the feedback.

wobei m eine konstante Variable in Metern ist, V_HV eine Geschwindigkeit des Hostfahrzeugs 1806 ist und V_RVF eine Geschwindigkeit des vorderen entfernten Fahrzeugs 1808a ist. In einigen Ausführungen ist der Sicherheitsabstand auf einen vorbestimmten Bereich beschränkt, der teilweise auf dem Einfädel-Typ beruhen kann. Zum Beispiel kann für ein Dazwischenszenario, wie es in 22E gezeigt ist, der Sicherheitsabstand auf zwischen 4 und 20 Meter beschränkt sein. In einer Ausführung bestimmt der Prozessor 304 einen aktuellen vorderen Abstand D_FX zwischen dem Hostfahrzeug 1806 und dem vorderen entfernten Fahrzeug 1808a. Der Prozessor 304 kann den aktuellen vorderen Abstand mit dem vorderen Sicherheitsabstand vergleichen. Wenn der aktuelle vordere Abstand kleiner als der vordere Sicherheitsabstand ist, dann bestimmt der Prozessor 304, dass es für das Hostfahrzeug 1806 nicht sicher ist, in die Fahrspur 1804a einzufädeln, weil ein Kollisionsrisiko zwischen dem Hostfahrzeug 1806 und dem vorderen entfernten Fahrzeug 1808a besteht. Dementsprechend kann in einer Ausführung in Block 2114 der Prozessor 304 das Fahrzeugschnittstellensystem 328 ansteuern, um für eine Rückmeldung zu sorgen, um das Hostfahrzeug 1806 zu verlangsamen. Zum Beispiel kann auf der Anzeige 510 ein visueller Hinweis angezeigt werden, der darauf hinweist, dass es nicht sicher ist, einzufädeln.Regarding the 22E and 22F is an intermediate threading scenario 2210 and 2212 shown according to an embodiment. In 22E is the host vehicle 1806 adjacent (for example in the adjacent lane) the distant vehicles 1808a and 1808b and between the distant vehicles 1808a and 808b , In this embodiment, calculated in block 2112 the processor 304 a safety margin based on a front safety distance from the host vehicle 1806 to the distant vehicle 1808a and a rear safety distance from the host vehicle 1806 to the remote vehicle 1808b. In particular, the front safety distance is calculated according to the following equation: $$FrOn{t}_{DS}=m+1.5s*\left(V_{HV}-V_{RVF}\right)$$

where m is a constant variable in meters, V _{HV is} a speed of the host vehicle 1806 and V _{RVF is} a speed of the vehicle ahead 1808a is. In some embodiments, the safety margin is limited to a predetermined range, which may be based in part on the threading type. For example, for an intermediate scenario, as in 22E shown is the safety distance be limited to between 4 and 20 meters. In one embodiment, the processor determines 304 a current front distance D _FX between the host vehicle 1806 and the vehicle in front 1808a , The processor 304 can compare the current front distance with the front safety distance. If the current front distance is less than the front safety distance, then the processor determines 304 that it is for the host vehicle 1806 not sure in the lane 1804a thread because of a collision risk between the host vehicle 1806 and the vehicle in front 1808a consists. Accordingly, in an embodiment in block 2114 the processor 304 the vehicle interface system 328 to provide feedback to the host vehicle 1806 to slow down. For example, on the display 510 a visual hint is displayed indicating that it is not safe to thread.

In another embodiment, computing the safety distance in block 2112 Also include the calculation of a control value for controlling a vehicle system. For example, if it is determined that the current front distance between the host vehicle 1806 and the vehicle in front 1808a is less than the front safety distance, the processor can 304 calculate a control value as a function of a difference between the current front distance and the front safety distance. In one embodiment, the control value is calculated according to the following equation: $$FrOn{t}_{CV}=\frac{D_{FX}-\left[5m+1.5s*\left(V_{HV}-V_{RVF}\right)\right]}{5m}$$

The control value can be saturated to a predetermined range. In one example, the control value is saturated to a range of -1 to 0. The control value can be used to control one or more vehicle systems 404 in block 2114 to control. For example, if it is determined that the current front distance is less than the safety margin, the processor may 304 calculate an acceleration control rate based in part on the control value. As another example, the processor 304 the ad 510 to provide a red light with a brightness that can be modified and / or adjusted based on the control value. For example, the brightness of the red light may increase as the control value increases. The closer the host vehicle 1806 the front remote vehicle 1808a is, the higher the tax value and the stronger the feedback. In another embodiment, the AFP counterforce (eg, feedback force) may be adjusted and / or modified based on the control value. The AFP feedback force may increase as the control value increases.

wobei m eine konstante Variable in Metern ist, V_HV eine Geschwindigkeit des Hostfahrzeugs 1806 ist und V_RVR eine Geschwindigkeit des hinteren entfernten Fahrzeugs 1808b ist. In einigen Ausführungen ist der Sicherheitsabstand auf einen vorbestimmten Bereich beschränkt, der teilweise auf dem Einfädel-Typ beruhen kann. Zum Beispiel kann für ein Dazwischenszenario, wie in 22F gezeigt, der Sicherheitsabstand auf zwischen 5 und 8 Meter beschränkt sein. In einer Ausführung bestimmt der Prozessor 304 einen aktuellen hinteren Abstand D_RX zwischen dem Hostfahrzeug 1806 und dem hinteren entfernten Fahrzeug 1808b, wie in 22F gezeigt. Der Prozessor 304 kann den aktuellen hinteren Abstand mit dem hinteren Sicherheitsabstand vergleichen. Wenn der aktuelle hintere Abstand kleiner als der hintere Sicherheitsabstand ist, dann bestimmt der Prozessor 304, dass es für das Hostfahrzeug 1806 nicht sicher ist, in die Fahrspur 1804a einzufädeln, weil dort ein Kollisionsrisiko zwischen dem Hostfahrzeug 1806 und dem hinteren entfernten Fahrzeug 1808b besteht. Dementsprechend kann in einer Ausführung in Block 2114 der Prozessor 304 das Fahrzeugschnittstellensystem 328 ansteuern, um für eine Rückmeldung zu sorgen, um die Geschwindigkeit des Hostfahrzeugs 1806 zu erhöhen. Zum Beispiel kann auf der Anzeige 510 ein visueller Hinweis gezeigt werden, der darauf hinweist, dass es nicht sicher ist, einzufädeln.With respect to the intermediate threading scenario 2212 from 22F is the host vehicle 1806 the rear remote vehicle 1808b closer than the vehicle in front 1808a , This is in contrast to the intermediate threading ratio 2210 from 22E where the host vehicle 1806 is the vehicle in front 1808a was closer than the rear remote vehicle 1808b , In the execution of 22F calculated in block 2112 the processor 304 a safe distance based on a rear safety distance from the host vehicle 1806 to the rear vehicle 1808b , In particular, the rear vehicle spacing is calculated according to the following equation: $$Hec{k}_{DS}=m+1.5s*\left(V_{HV}-V_{RVR}\right)$$

where m is a constant variable in meters, V _{HV is} a speed of the host vehicle 1806 and V _{RVR is} a speed of the vehicle at the rear 1808b is. In some embodiments, the safety margin is limited to a predetermined range, which may be based in part on the threading type. For example, for an intermediate scenario, as in 22F shown, the safety distance may be limited to between 5 and 8 meters. In one embodiment, the processor determines 304 a current rear distance D _RX between the host vehicle 1806 and the rear far vehicle 1808b , as in 22F shown. The processor 304 can compare the current rear distance with the rear safety distance. If the current rear distance is less than the rear safety distance, then the processor determines 304 that it is for the host vehicle 1806 not sure in the lane 1804a thread, because there is a risk of collision between the host vehicle 1806 and the rear far vehicle 1808b consists. Accordingly, in an embodiment in block 2114 the processor 304 is the vehicle interface system 328 to provide feedback to the speed of the host vehicle 1806 to increase. For example, on the display 510 a visual hint indicating that it is not safe to thread.

In another embodiment, computing the safety distance in block 2112 Also include calculating a rear control value for controlling the vehicle system. For example, if it is determined that the current rear distance between the host vehicle 1806 and the rear far vehicle 1808b is less than the rear safety distance, the processor can 304 calculate a control value as a function of a difference between the current rear distance and the rear safety distance. In one embodiment, the control value is calculated according to the following equation: $$Hec{k}_{CV}=\frac{D_X-\left[\mathrm{8th}m+1.5s*\left(V_{HV}-V_{RV}\right)\right]}{\mathrm{8th}m+1.5s*\left(V_{HV}-V_{RV}\right)}$$

The control value can be saturated to a predetermined range. In one example, the control value is saturated to a range of -1 to 0. The control value can be used to control one or more vehicle systems 404 in block 2114 to control. For example, if it is determined that the current rear distance is less than the rear safety margin, the processor may 304 calculate an acceleration control rate based in part on the control value. As another example, the processor 304 the ad 510 to provide a blue light with a brightness that can be modified and / or adjusted based on the control value. For example, the brightness of the blue light may increase as the control value increases. The closer the host vehicle 1806 the rear remote vehicle 1808b is, the higher the tax value and the stronger the feedback.

If the processor 304 Based on the above equations, the processor determines that the current rear distance is greater than the rear safety distance and the current front safety distance is greater than the front safety distance 304 that it is for the host vehicle 1806 sure is in the lane 1804a threading. The processor 304 can the vehicle interface system 328 control to provide feedback that is safe in the lane 1804a threading. For example, the processor 304 the ad 510 to display a green light.

METHOD FOR VEHICLE CONTROL IN DAMAGED SCENARIOS

The systems and methods discussed above may also be applied to a crowding scenario. During a jostling scenario, a following vehicle travels close behind a host vehicle so that the distance (eg the heading distance) between the two vehicles does not guarantee that a collision can be avoided when one of the vehicles stops. At highway speeds, it is recommended that the course distance between the host vehicle and a subsequent vehicle be maintained at a distance that, measured in time, is at least two seconds. Spacing less than 2 seconds may be considered jostling, and jostling may increase the likelihood of backend collisions. The jostling also creates other challenges for the host vehicle. For example, a driver of the host vehicle may become nervous due to the presence of a jostling vehicle because the probability of collision may increase during sudden braking of the host vehicle. Systems and methods for handling jostling vehicles that may be implemented in part or in whole with the systems and methods discussed above are now discussed.

23A shows an exemplary traffic scenario 2300 , which is used to describe some of the systems and methods for vehicle control in emergency situations. The traffic scenario 2300 is a simplified version of traffic scenario 100 of 1A , For the sake of simplicity, like numbers represent like elements. In 23A has the street 2302 a first lane 2304a, a second lane 2304b and a third lane 2304C , It is understood that the road 2302 may have different configurations in 23A not shown, and it may have any number of lanes. The traffic scenario 2300 contains a host vehicle 2306 and distant vehicles. For simplicity, the removed vehicles will generally be considered distant vehicles 2308 designated.

It is understood that the host vehicle 2306 and the distant vehicles 2308 the same or similar components and features as the host vehicle 106 and the distant vehicles 108 who have the top with the 1A . 1B . 2 to 7 are discussed. For example, the host vehicle 2306 Communication including data, messages, images and / or other information with other vehicles, users or infrastructures via DSRC via a vehicle-to-vehicle (V2V) transceiver 2310 and the vehicle communications network 200 from 2 send, receive and / or exchange. Furthermore, the remote vehicle can 2308A , the distant vehicle 2308B and the remote vehicle 2308d use their respective V2V transceivers with each other and with the host vehicle 2306 to communicate. Although in 23A not shown, in some devices the remote vehicle 2308C and the remote vehicle 2308e also equipment for communication by means of the vehicle communication network 200 contain.

Now, in terms of 23B a schematic view of the host vehicle 2306 and the distant vehicles 2308 shown on the second lane 23004b from 23A drive, in particular, as shown from left to right, the remote vehicle 2308A , the remote vehicle 2308b, the host vehicle 2306 and the remote vehicle 2308d , As mentioned above, the in 23b shown components the same or similar components and functions as the host vehicle 106 and the distant vehicles 108 have that up with the 1A and 1B are discussed. In this embodiment, and in the example perturbation systems and methods discussed herein, the remote vehicle 2308a may be referred to as the leading vehicle, the remote vehicle 2308B as the preceding vehicle, and may be the remote vehicle 2308d be referred to as the rear vehicle or the following vehicle. In some implementations, the preceding vehicle may be referred to as a first vehicle, and the rear vehicle or subsequent vehicle may be referred to as a second vehicle. The rear vehicle 2308d is a distant vehicle that is behind the host vehicle 2306 on the same lane (that is, the second lane 2304b ) like the host vehicle 2306 moves. In some versions, the rear vehicle may 2308d be identified and referred to as jostling vehicle. As discussed in more detail herein, a jostling vehicle may be based on a comparison of a distance or a lateral heading distance between the host vehicle 2306 and the rear vehicle 2308d be identified with a predetermined threshold. Furthermore, in relation to the above in Section III. discussed embodiments, the jostling vehicle identified as a danger.

In general, the embodiments discussed herein include controlling vehicle systems based in part on information related to a rear vehicle traveling behind a host vehicle and on the same lane as the host vehicle. In some implementations, the controller tracks one or more of the vehicle systems based on the rear vehicle, the host vehicle, a preceding vehicle, and / or a leading vehicle. In particular, the methods and systems discussed herein provide for brake control and / or cooperative cruise control (C-ACC). In some embodiments, these methods and systems may be similar to those described in U.S. Pat 2 shown vehicle communication network 200 use.

The host vehicle 2306 will now be discussed in more detail 24 described. 24 FIG. 10 is a block diagram of an exemplary control system. FIG 2400 of the host vehicle 2306 for use with crowding scenarios. In particular 24 a simplified diagram of the tax system 300 from 3 , but contains detailed components of a braking system, originally in the 5 and 6 are shown. For the sake of simplicity represent in the 3 and 24 same numbers same elements. Further, it is understood that the control system 2400 may also contain other components that are not shown and / or above with 3 are discussed.

In the 24 shown functions assigned to the components can also be implemented with other vehicles. For example, the distant vehicles 2308 one or more of the components and functionalities of the control system 2400 contain. Further, in some embodiments, the control system becomes 2400 referred to as a brake control system and / or as a C-ACC control system. Other brake systems and / or C-ACC control systems associated with other vehicles may include different elements and / or arrangements as those for the control system 2400 are configured but can be configured to communicate over the vehicle communications network 200 communicate with one or more other braking systems, C-ACC systems, vehicle control systems or threading assistance systems.

In 24 contains the tax system 2400 a vehicle computer system 2402 , In some embodiments discussed herein, the vehicle computer system becomes 2402 as a brake computer system 2402 and / or C-ACC computer system 2402. In other embodiments, the vehicle computer system 2402 be assigned to another type of vehicle control system or may be a generic vehicle computing device that facilitates the functions described herein. As detailed above 3 discussed, the control system 2400 includes a processor 2404 , a store 2406 , Instructions 2408 and dates 2410 , The vehicle computer system 2402 can with different components of the host vehicle 2306 For example, communicate by means of a bus 2430. As detailed above 3 discussed, the vehicle computer system 2402 with the electronic vehicle control unit (ECU) 2420 one Vehicle sensor system 2422 , a vehicle communication system 2424 , a vehicle navigation system 2426 and communicate with a vehicle interface system 2428.

As with the 5 and 6 For example, acceleration and / or deceleration commands (eg, according to an acceleration control rate) may be performed partially by means of a brake actuator and / or a throttle actuator. As in 24 shown contains the tax system 2400 a brake actuator 2432 that with a brake pedal 2434 is operationally connected. The tax system 2400 Also includes a throttle actuator 2436 which is operatively connected to an accelerator pedal 2438. The brake actuator 2432 controls deceleration (decreasing vehicle speed) by, for example, controlling brake fluid pressure via a master cylinder, fluid pressure control valves, and wheel brake cylinders (not shown). The delay can also be controlled by a driver input, by pressing the brake pedal 2434 wherein the brake actuator 2432 generates a brake fluid pressure which is transmitted to the wheel brake cylinders.

In contrast, the throttle actuator controls 2436 an acceleration (increasing vehicle speed) by changing the opening of a throttle valve (not shown). The acceleration can be partially controlled by a driver input, by stepping on the accelerator pedal 2438 is obtained. The brake actuator 2432 , the brake pedal 2434 , the throttle actuator 2436 and the accelerator pedal 2438 may include various sensors incorporated in 24 with the vehicle sensor system 2422 are shown. In some embodiments, these components may be part of a brake assist system or another type of brake control system. Sensors, the brake actuator 2432 , the brake pedal 2434 , the throttle actuator 2436 and the accelerator pedal 2438 may include, but are not limited to, acceleration sensors, wheel speed sensors, brake fluid pressure sensors, brake pedal travel sensors, brake pedal force sensors, and brake pedal actuation sensors. As discussed in more detail herein, the control system controls 2400 the brake actuator 2432 (For example, the braking force) and the Drosselaktuator 2436 (for example, opening of the throttle valve), for example, based on an acceleration control rate to the host vehicle 2306 to a speed closer to the acceleration control rate generated by the C-ACC computer system 2402.

Now, in terms of 25 an exemplary control model 2500 for brake control and / or C-ACC control for pusher scenarios. 25 is similar to the C-ACC control model of 6 , but contains specific brake components. In particular contains 25 the brake pedal 2434 and the accelerator pedal 2438 , For simplicity, represent in 6 and 25 same numbers same elements. As detailed above 6 discussed, receives the control model 2400 as input, host vehicle data 2502, V2V remote vehicle data 2504, and sensed-remote vehicle data 2506 , The host vehicle data 2502 contain vehicle dynamics data about the host vehicle 106 such as speed, acceleration, speed, yaw rate, steering angle, throttle angle, range or distance data, among others. On the host vehicle data 2502 can the vehicle sensor system 2422 over the bus 2430 access. Furthermore, as in 25 shown, the brake pedal 2434 and / or the accelerator pedal 2438 Be sources of host vehicle data 2502. The host vehicle data 2502 can be supplied via the sensors discussed above (for example, the vehicle sensor system 2422 ), which is the brake actuator 2432 , the throttle actuator 2436 , the brake pedal 2434 and / or the accelerator pedal 2438 assigned. In some embodiments, the host vehicle data may be 2502 that is the brake actuator 2432, the throttle actuator 2436 , the brake pedal 2434 and / or the accelerator pedal 2438 assigned sensors are referred to as host vehicle brake data.

As in detail with 6 discussed, the V2V remote vehicle data 2504 includes remote vehicle dynamics data about one or more of the removed vehicles 2308 passing through the vehicle communication network 200 be communicated. The V2V remote vehicle data 2504 may include, but is not limited to, the speed, acceleration, speed, yaw rate, steering angle and throttle angle, range or distance data over one or more of the removed vehicles 2308 contain. In some implementations, the V2V remote vehicle data 2504 associated with a remote vehicle brake operation may be referred to herein as V2V remote vehicle brake data. As discussed above, the sensed-remote vehicle data 2506 Data about one or more of the removed vehicles 2308 and / or other objects near the host vehicle 2306 included by the vehicle sensor system 2422 receive and / or be sensed. In some embodiments, the sensed-removed vehicle data may be 2506 associated with a brake application of a remote vehicle, referred to herein as sensed-remote vehicle brake data.

The host vehicle data 2502 , the V2V Remote Vehicle Data 2504 and the Sensed Remote Vehicle Data 2506 can in the computer system 2402 and are manipulated by the control algorithms with the crowding scenarios discussed herein. In one embodiment, the computer system 2402 Acceleration and / or deceleration commands to the ECU 2420 output, which then executes the commands to the respective vehicle system, for example the brake actuator 2432 and / or the Drosselaktuator 2436 ,

BRAKE AMPLIFIER CONTROL METHOD

Generally, some drivers find it challenging to perform hard braking in an emergency situation (eg, emergency braking, panic braking), for example, when a preceding vehicle suddenly decelerates. It can be even more challenging to brake hard in the presence of a jostling vehicle. Drivers may hesitate to brake when sensing a jostling vehicle because braking could potentially result in a rear end collision with the jostling vehicle. Accordingly, brake assist may be provided based on a panic brake application, a vehicle ahead, and / or a jostling vehicle. In some embodiments, V2V communication of this brake assist can be taught to other vehicles to further mitigate a collision risk. In the systems and methods discussed herein, a jostling vehicle (eg, a jogger) includes a vehicle following a subject vehicle (eg, a host vehicle) and separated by a distance and / or course path time that is sufficiently small to guarantee a further analysis for various reasons. For example, as discussed herein, a brake booster actuation may be performed on a subject vehicle to reduce the likelihood that the trailing vehicle (eg, a jogger) will land on the rear of the subject vehicle.

Now, in terms of 26 an exemplary method 2600 for brake control with crowding scenarios with respect to 23A . 23B . 24 and 25 described. The procedure 2600 contains in block 2602 detecting a panic brake actuation by means of one or more vehicle sensors. In other embodiments, the panic brake actuation may also be referred to as a hard brake application or as an emergency brake application. The processor 2404 can host vehicle brake data (to the host vehicle data 2502 ) using the vehicle sensor system 2422 to determine if there is a panic brake application. In one embodiment, the processor 2404 a panic brake operation based on a change in the brake pressure of the vehicle sensor system 2422 of the host vehicle 2306 detect in terms of time. The processor 2404 may calculate the change in brake pressure and compare the change in brake pressure with a panic brake pressure threshold. In another embodiment, the processor 2404 Monitor a change in the brake pressure of the brake system with respect to time.

In block 2604 contains the procedure 2600 to detect by means of the one or more vehicle sensors a rear vehicle on the same lane as the host vehicle but behind the host vehicle (eg, generally longitudinally aligned or aligned in the same direction of travel). For example, the processor 2404 based on sensed remote vehicle data 2506 a rear vehicle 2308d detect that behind the host vehicle 2306 and in the same lane as the host vehicle 2306 moves. In one embodiment, the processor 2404 Position data about one or more of the removed vehicles 2308 via a plurality of mid-range sensors (for example from the radar system 414 Sensed Sensed-Remote Vehicle Data 2506 ). With respect to the embodiment of 23B can the rear vehicle 2308d detected as the second vehicle (for example, the rear vehicle, the following vehicle) behind the host vehicle 2306 and on the same lane (ie 2304b) drives like the host vehicle 2306 , In a design that in detail with 27 is discussed, the block 2604 also determine if the rear vehicle 2308d is a jostling vehicle.

In block 2606 contains the procedure 2600 to determine, by means of the one or more sensors, a time-to-collision value between the host vehicle and the rear vehicle. The time-to-collision value represents a time span before a collision between the host vehicle 2306 and the rear vehicle 2308 will occur. In one embodiment, the time-to-collision value is based only on a driver's brake pressure applied by operating the brake pedal 2434 is delivered (for example in block 2608 certain delay rate). Thus, the time-to-collision threshold may be a period of time before a collision between the host vehicle 2306 and the rear vehicle 2308 will be held, based on a delay amount, only from the driver via the input to the brake pedal 2434 is produced. In some versions, the processor can 2404 a time-to-collision value between the host vehicle 2306 and the rear vehicle 2308d based on a speed of the host vehicle 2306 , a speed of the rear vehicle 2308d or a distance or course travel time between the host vehicle 2306 and the rear vehicle 2308d to calculate.

In block 2608 contains the procedure 2600 to determine, by the one or more vehicle sensors, a deceleration rate of the host vehicle. The deceleration rate may be based on a driver's brake pressure applied by depressing the brake pedal 2434 of the brake system is generated. Thus, the deceleration rate is a deceleration amount that is only input from the driver via the brake pedal input 2434 is produced. For example, the processor 2404 calculate the deceleration rate of the host vehicle 2306 based on host vehicle braking data received from a brake pedal travel sensor and / or a brake pedal force sensor.

Further, the method contains 2600 in block 2610 to control the braking system based on the time-to-collision value and the deceleration rate. In one embodiment, controlling the brake system includes increasing the brake pressure of the vehicle control system 2400 at a greater amount than the driver brake pressure based on the time-to-collision value and the deceleration rate. Thus, the processor can 2404 the vehicle control system 2400 (For example, the brake system) control by generating a brake signal that increases the brake pressure of the brake system to an amount that is greater than the brake pressure supplied only by the driver. This operation may be referred to as brake booster operation, which is a force applied to the brake pedal 2434 exerts on the master cylinder, for example, increased by means of engine vacuum.

In another embodiment, the brake booster operation does not need to be on the block 2610 be applied (for example, the brake booster operation is suppressed). Instead, only one brake is performed, which is delivered according to the driver brake pressure. According to this embodiment, when the time-to-collision value is smaller than the time-to-collision threshold, or the deceleration rate is greater than a deceleration rate threshold, the control of the vehicle control system includes 2400 in block 2610 the braking of the host vehicle 2306 only according to the driver's brake pressure. In another version, the detail with 27 when the time-to-collision value is less than a time-to-collision threshold or the deceleration rate is greater than a deceleration rate threshold, control of the braking system is included in block 2610 the execution of a brake booster operation not (for example, suppressing the brake booster operation).

In one embodiment, the control of the vehicle control system includes 2400 in block 2610 also the use of V2V communication via the vehicle communication network 200 , For example, when a brake booster operation is performed by increasing the brake pressure, the host vehicle may 2306 Information about the brake booster operation (eg deceleration rate, warning, call) to the rear vehicle 2308d by means of the vehicle communication network 200 communicate (for example via DSRC messages). In other embodiments, the vehicle control system 2400 driving one or more vehicle systems to output one or more jostling messages, such as visual cues or brake light indications, that may be perceived by the driver of the jostling vehicle as a warning.

The procedure 2600 from 26 will now be in greater detail with the procedure 2700 from 27 described. In block 2702 contains, similar to the block 2602 , the procedure 2600 , the procedure 2700 to detect a panic brake actuation by means of one or more vehicle sensors. As an illustrative example with respect to 28 shows a graph 2800 an exemplary brake pressure over time for a strong brake pressure 2802 , a weak brake pressure 2804 and an increased brake pressure 2806 , At the point 2808 a panic brake application is detected, as shown by a sharp increase in brake pressure over a small period of time. Thus, in this embodiment, the processor 2404 calculate the change in brake pressure and compare the change in brake pressure with a panic brake pressure threshold. Alternatively, processor 2404 may monitor a change in braking pressure of the brake system with respect to time.

If the provision in block 2702 YES, the procedure goes 2700 to block 2704 otherwise, the procedure ends 2700 , In block 2704, the method includes 2700 determining whether a jostling vehicle exists with respect to the host vehicle. In particular, it is determined whether the rear vehicle 2308d is a jostling vehicle. This determination may be based on one or more factors, for example a distance between the host vehicle 2306 and the rear vehicle 2308d and / or a speed threshold. The term "heading distance" used herein may be defined as a distance between a first vehicle and a second vehicle before the first vehicle. In some embodiments, the course distance may be a temporal component as a time component. Course distance defined as measuring the time after a set point between a first and a second vehicle. The course distance and time-course distance calculations may include preset times and / or distances based, inter alia, on one or more factors, for example, road conditions, speed, weather conditions.

Thus, in one embodiment, based on a comparison of a distance between the host vehicle 2306 and the rear vehicle 2308d with a droop distance threshold (eg, 100 meters) determines whether the rear vehicle 2308d is a jostling vehicle. In one embodiment, there is a back course distance between the host vehicle 2306 and the rear vehicle 2308d with a peg heading distance threshold (for example 0.5 to 2 seconds). In some versions, the block 2702 determining whether the rear heading distance is within a predetermined range (eg, tolerance value) of the jog heading distance threshold. For example, if the rear heading distance is between 1 second (+/- 1) of the jib heading distance threshold.

The procedures above with block 2604 in 26 For detecting a rear vehicle, it may also be used to determine whether the rear vehicle is a jostling vehicle. For example, the processor 2404 Receive position data on the second vehicle via a plurality of mid-range sensors (for example, from the radar system 414 sensed remote vehicle data 2506 ). From the position data, the processor 2404 a distance between the host vehicle 2306 and the rear vehicle 2308d with a peg heading distance threshold. In other embodiments, from the position data, the processor 2404 a rear heading distance of the rear vehicle 2308d in relation to the host vehicle 2306 and compare the trailing path distance to a crowding path distance threshold. With reference to the illustrative example of 23B is based on the distance D _R , which is a distance between the front of the rear vehicle 2308d and the tail end of the host vehicle 2306 is, determines if the rear vehicle 2308d is a jostling vehicle.

If the provision in block 2704 YES, the procedure goes 2700 to block 2706 continue, and otherwise the procedure goes 2700 to block 2710 on. In block 2706 contains, similar to the block 2606 of method 2600, the method 2700 to determine, by means of the one or more vehicle sensors, a time-to-collision value between the host vehicle and the second vehicle. In block 2708 the time-to-collision value is compared to a time-to-collision threshold. Specifically, it is determined whether the time-to-collision value is smaller than the time-to-collision threshold. The time-to-collision threshold may be a time period that triggers a collision warning or activates control of one or more vehicle systems to mitigate a collision. In one embodiment, the time-to-collision threshold is about 1 to 2 seconds. If the provision in block 2708 YES, the procedure ends 2700 , Thus, in one embodiment, if the time-to-collision value is less than the time-to-collision threshold (eg, 1 to 2 seconds), the vehicle control system will 2400 so controlled that it performs no brake booster operation (for example, suppressing the brake booster operation). Since the time-to-collision value does not meet the critical threshold (eg, the time-to-collision threshold), the vehicle control system assists 2400 the brake control is not, and the only braking that is generated is that of the driver via a driver input on the brake pedal 2434 ,

If the provision in block 2708 If NO, method 2700 goes to block 2710 further. So if in this embodiment in block 2704 If no jostling vehicle is present or the time-to-collision value is greater than the time-to-collision threshold, the method goes 2700 to block 2710 further. In block 2710 contains the procedure 2700 the determination of a delay rate, similar to the block 2608 of the procedure 2600 , In particular, the deceleration rate can be based on a driver's brake pressure, which is achieved by operating the brake pedal 2434 is produced. Further contains in block 2712 the procedure 2700 the comparison of the delay rate with a delay rate threshold. Specifically, it is determined whether the deceleration rate is smaller than the deceleration rate threshold. In some embodiments, the delay rate threshold is about 0.1 g to 0.8 g. For example, in some embodiments, the delay rate threshold is 0 , 5g. In other versions, in block 2712 determining whether the deceleration rate is within a predetermined range (eg, tolerance value) of the deceleration rate threshold. For example, if the delay rate is within 0.2g (+/- 0.2g) of the Delay Rate Threshold. In some embodiments, the delay rate threshold is referred to as the maximum delay rate.

If the provision in block 2712 NO, method 2700 ends. Thus, in one embodiment, when the deceleration rate is greater than the deceleration rate threshold (eg, 0.5g), the vehicle control system becomes 2400 controlled to perform no brake booster operation (for example, to suppress the brake booster operation). Accordingly, the vehicle control system supports 2400 the brake control does not and only provides braking based on a driver input on the brake pedal 2404 , This may be due to the fact that the driver input alone provides sufficient brake pressure. For example, in terms of 28 , at the point 2810 , the brake pressure for the strong brake pressure 2802 greater than 0.5g, and is the brake pressure for the weak brake pressure 2804 less than 0.5g.

However, if the provision in block 2712 YES, the procedure goes 2700 to block 2714 Next, where the control of the vehicle control system 2400 (for example, the brake system) includes to perform a brake booster operation. For example, in block 2708, if the time-to-collision value is greater than the time-to-collision threshold (NO), and in block 2712 the deceleration rate is less than the deceleration rate threshold (YES), includes the control of the vehicle control system 2400 in block 2714 the execution of a brake booster operation by increasing the brake pressure of the brake system to an amount that is higher than the driver brake pressure (greater braking caused solely by the driver input on the brake pedal 2434 is produced). As in 28 shown, the weak brake pressure 2804 according to the increased brake pressure 2806 be amplified to increase the brake pressure to an amount that the strong brake pressure 2802 is similar. Thus, the increased brake pressure 2806 an example of a brake pressure after the panic brake operation is detected and the brake booster operation is executed.

If in another execution in block 2708 the time-to-collision value is greater than the time-to-collision threshold (NO) and in block 2712 If the deceleration rate is less than the deceleration rate threshold (YES), control of the brake system at block 2714 includes performing a brake booster operation by increasing the brake booster system brake pressure to an amount greater than the driver brake pressure, thereby reducing the deceleration rate to a maximum deceleration rate to increase. In some embodiments, the maximum deceleration rate is about 0.1g to 0.8g. For example, in some embodiments, the maximum delay rate 0 , 5g. Accordingly, a potential rear end collision can be mitigated by means of the brake assist following the panic brake operation, and with respect to a preceding vehicle and / or a jostling vehicle.

Additionally contains as above with 26 discussed, in some embodiments, the control of the brake system 2714 also the use of V2V communication via the vehicle communication network 200 , For example, when a brake booster operation is performed by increasing the brake pressure, the host vehicle may 2306 Information about brake booster operation (eg deceleration rate, warning, call) to the rear vehicle 2308d by means of the vehicle communication network 200 communicate (for example via DSRC messages). In other embodiments, visual messages may be provided, for example, visual cues or brake light indications that may be perceived by the driver of the jostling vehicle as a warning. Accordingly, brake assist and communication of the brake assist may be given to the host vehicle 2306 to reduce the likelihood that the rear vehicle 2308d at the back of the host vehicle 2306 ascends.

METHOD FOR C-ACC TERMINATION CONTROL

In addition to or in lieu of brake booster operation, the systems and methods described herein may provide C-ACC control in peg scenarios. As above in section 1 discussed in detail, can the movement of the host vehicle 2306 for example, controlled by the C-ACC control system 2400. In particular, the C-ACC control system 2400 may be a longitudinal movement of the host vehicle 2306 Taxes. For example, the C-ACC control system 2400 may be the acceleration and / or deceleration of the host vehicle 2306 with respect to the preceding vehicle 2308B by generating an acceleration control rate using the C-ACC control model equations (1) to (5). However, in some embodiments, the control of the movement of the host vehicle 2306 also the rear vehicle 2308d consider what a jostling vehicle can be. Thus, the C-ACC control system 2400 may delay the host vehicle 2306 adjust dynamically to mitigate the risk of jostling accidents.

As discussed in detail above with equations (1) and (2), a control algorithm for C-ACC control may include a distance control component based on the relative distance between the host vehicle 2306 and the vehicle in front 2308B and a forward course distance reference. The control algorithm may also include a velocity control component, as in equation (3) based on the relative velocity between the host vehicle 2306 and the vehicle in front 2308B , Thus, the distance and velocity components of the control algorithm maintain a predetermined leading heading reference distance between the host vehicle 2306 and the vehicle in front 2308B , If there is no preceding vehicle, the distance and speed components of the control algorithm may be set to predetermined values (eg, desired values entered by the driver).

wobei x_i+1 ein Abstand vom hinteren Ende des hinteren Fahrzeugs 2308d zum vorderen Ende des Hostfahrzeugs 2306 ist, x_i eine Länge des Hostfahrzeug 2306 ist, hẋ_i+1 ein vorbestimmter hinterer Kurswegreferenzabstand ist, und L_RV die Länge des hinteren Fahrzeugs 2308d ist. Diese Variablen sind schematisch in 23B gezeigt. Es versteht sich, dass die Information über das hintere Fahrzeug 2308d (zum Beispiel Abstand, Geschwindigkeit) Sensiertes-Entferntes-Fahrzeug-Daten 2506 sind (zum Beispiel mittels Radarsensoren detektierte Radardaten), aber es versteht sich auch, dass in anderen Ausführungen die Information über das hintere Fahrzeug 2308d V2V-Entferntes-Fahrzeug-Daten 2504 sein können, die vom Hostfahrzeug 2306 mittels DSRC über das Fahrzeugkommunikationsnetzwerk 200 empfangen werden. Ferner kann in anderen Ausführungen die Information über das hintere Fahrzeug 2308d V2V-Entferntes-Fahrzeug-Daten 2504 sein, die vom Hostfahrzeug 2306 von einem straßenseitigen Gerät (RSE) 116 empfangen werden. Somit kann in einigen Ausführungen die Beschleunigungssteuerrate basierend auf der Abstandssteuerkomponente und der Geschwindigkeitssteuerkomponente von Gleichung (3) und der hinteren Fahrzeugkomponente von Gleichung (18) bestimmt und/oder modifiziert werden, welche mathematisch ausgedrückt werden kann als: $$\begin{array}{l}{a}_{ref}=K_p\left(x_{i-1}-x_i-h{\dot{x}}_i-L_{PV}\right)+K_v\left(v_{i-1}-v_i\right)+\\ \begin{array}{cc}\begin{array}{cc}& \end{array}& \end{array}{K}_{rear}\left(x_i-x_{i+1}-h{\dot{x}}_{i+1}-L_{RV}\right)\end{array}$$

wobei x_i-1 ein Abstand vom hinteren Ende des Hostfahrzeugs 2306 zum vorderen Ende des vorausfahrenden Fahrzeugs 2308b ist, x_i eine Länge des Hostfahrzeugs 2306 ist, hẋ_L ein vorbestimmter Kurswegreferenzabstand ist, und L_PV die Länge des vorausfahrenden Fahrzeugs 2308b ist, und wobei v_i-1 eine Geschwindigkeit des vorausfahrenden Fahrzeugs 2308b ist und v_i die Geschwindigkeit des Hostfahrzeugs 2306 ist. Somit kann eine Beschleunigungssteuerrate von dem C-ACC-Computersystem 302 basierend auf einem relativen Kurswegabstand zwischen dem Hostfahrzeug 2306 und dem vorausfahrenden Fahrzeug 2308b in Bezug auf einen Kurswegreferenzabstand, eine relative Geschwindigkeit zwischen einer Geschwindigkeit des Hostfahrzeugs 2306 und einer Geschwindigkeit des vorausfahrenden Fahrzeugs 2308b und einen relativen Kurswegabstand zwischen dem Hostfahrzeug 2306 und dem hinteren Fahrzeug 2308d in Bezug auf einen hinteren Kurswegreferenzabstand erzeugt und/oder modifiziert werden. Es versteht sich, dass in einigen Ausführungen die Information über das vorausfahrende Fahrzeug 2308b (zum Beispiel Abstand, Geschwindigkeit) Sensiertes-Entferntes-Fahrzeug-Daten 2506 sind (zum Beispiel mittels Radarsensoren detektierte Radardaten), aber es versteht sich auch, dass in anderen Ausführungen die Information über das vorausfahrende Fahrzeug 2308b V2V-Entferntes-Fahrzeug-Daten 2504 sein können, die vom Hostfahrzeug 2306 mittels DSRC über das Fahrzeugkommunikationsnetzwerk 200 empfangen werden. Ferner kann in anderen Ausführungen die Information über das vorausfahrende Fahrzeug 2308b V2V-Entferntes-Fahrzeug-Daten 2504 sein, die vom Hostfahrzeug 2306 mit einem straßenseitigen Gerät (RSE) 116 empfangen werden.In the embodiments discussed herein, when the rear vehicle 2308b, which may be a jostling vehicle, is present, the acceleration control rate may be determined based on the preceding vehicle 2308b and / or modified based on the rear vehicle 2308d. In particular, the acceleration control rate may be determined and / or modified based on a predetermined rear heading distance reference distance. Accordingly, in one embodiment, an acceleration control reference may be based on and / or modified according to a rear heading distance component, which may be expressed mathematically, such as: $${\text{A}}_{{\text{ref}}_{\text{rear}}}={\text{K}}_{\text{rear}}\left({\text{x}}_{\text{i}}-{\text{x}}_{\text{i + 1}}-\text{H}{\stackrel{\cdot }{{\displaystyle \text{x}}}}_{\text{i}+1}-{\text{L}}_{\text{RV}}\right)$$

where x _{i + 1 is} a distance from the rear end of the rear vehicle 2308d to the front end of the host vehicle 2306 x _{i is} a length of the host vehicle 2306 is, h _{i + 1 is} a predetermined rear heading distance reference distance, and L _{RV is} the length of the rear vehicle 2308 d. These variables are schematic in 23B shown. It is understood that the information about the rear vehicle 2308d (for example distance, speed) Sensed-removed vehicle data 2506 are (for example, radar data detected by radar sensors), but it will be understood that in other embodiments, the information about the rear vehicle 2308d V2V remote vehicle data 2504 may be from the host vehicle 2306 via DSRC via the vehicle communication network 200 be received. Further, in other embodiments, the information about the rear vehicle 2308d V2V remote vehicle data 2504, which is from the host vehicle 2306 from a roadside device (RSE) 116 be received. Thus, in some implementations, the acceleration control rate may be determined and / or modified based on the distance control component and the speed control component of equation (3) and the rearward vehicle component of equation (18), which may be expressed mathematically as: $$\begin{array}{l}{a}_{ref}=K_p\left(x_{i-1}-x_i-H{\dot{x}}_i-L_{PV}\right)+K_v\left(v_{i-1}-v_i\right)+\\ \begin{array}{cc}\begin{array}{cc}& \end{array}& \end{array}{K}_{rear}\left(x_i-x_{i+1}-H{\dot{x}}_{i+1}-L_{RV}\right)\end{array}$$

where x _{i-1 is} a distance from the back end of the host vehicle 2306 to the front end of the preceding vehicle 2308B x _{i is} a length of the host vehicle 2306 where _{L is} a predetermined heading reference distance, and L _{PV is} the length of the preceding vehicle 2308B and where v _{i-1 is} a speed of the preceding vehicle 2308B and v _{i is} the speed of the host vehicle 2306 is. Thus, an acceleration control rate from the C-ACC computer system 302 may be based on a relative heading distance between the host vehicle 2306 and the vehicle in front 2308B with respect to a heading reference distance, a relative velocity between a speed of the host vehicle 2306 and a speed of the preceding vehicle 2308B and a relative heading distance between the host vehicle 2306 and the rear vehicle 2308d generated and / or modified with respect to a rear heading distance reference. It is understood that in some embodiments, the information about the preceding vehicle 2308B (for example distance, speed) Sensed-removed vehicle data 2506 are (for example, radar data detected by radar sensors), but it is also understood that in other embodiments, the information about the preceding vehicle 2308B V2V remote vehicle data 2504 may be from the host vehicle 2306 via DSRC via the vehicle communication network 200 be received. Further, in other embodiments, the preceding vehicle information 2308b may be V2V remote vehicle data 2504 provided by the host vehicle 2306 with a roadside device (RSE). 116 be received.

wobei α_L eine Beschleunigungsrate des führenden Fahrzeugs 2308a ist, und K_α ein Führendes-Fahrzeug-Beschleunigungsdynamik-Verstärkungskoeffizient ist. In einigen Ausführungen wird, ähnlich jenen, die oben in Abschnitt I(C) und Abschnitt II beschrieben sind, die Beschleunigungsrate des führenden Fahrzeugs 2308a am Hostfahrzeug 2306 vom führenden Fahrzeug 2308a mittels DSRC über das Fahrzeugkommunikationsnetzwerk 200 empfangen. Jedoch versteht es sich, dass in anderen Ausführungen die Beschleunigungsrate des führenden Fahrzeugs 2308a am Hostfahrzeug 2306 vom RSE 116 und/oder anderen entfernten Fahrzeugen empfangen werden kann.It will be understood that in some embodiments, the acceleration control reference of equation (7) also includes information about the leading vehicle 2308A can take into account. For example, the acceleration control rate may be based on an acceleration rate of the leading vehicle 2308A and / or a leading vehicle acceleration dynamics gain coefficient are modified and / or generated. Thus, the rate of acceleration control by the C-ACC computer system 302 may be accomplished by means of the Distance component, the speed component, the rear vehicle component of the rear vehicle 2308d and an acceleration component of the leading vehicle 2308A be generated and / or modified. This can be expressed mathematically as: $$\begin{array}{l}{a}_{ref}=K_p\left(x_{i-1}-x_i-H{\dot{x}}_i-L_{PV}\right)+K_v\left(v_{i-1}-v_i\right)+\\ \begin{array}{cc}\begin{array}{cc}& \end{array}& \end{array}{K}_{rear}\left(x_i-x_{i+1}-H{\dot{x}}_{i+1}-L_{RV}\right)+K_a\cdot a_L\end{array}$$

where α _{L is} an acceleration rate of the leading vehicle 2308A and K _{α is} a leading vehicle acceleration dynamics gain coefficient. In some embodiments, similar to those described above in Section I (C) and Section II, the acceleration rate of the leading vehicle 2308A at the host vehicle 2306 from the leading vehicle 2308A via DSRC via the vehicle communication network 200 receive. However, it should be understood that in other embodiments, the acceleration rate of the leading vehicle 2308A at the host vehicle 2306 from the RSE 116 and / or other remote vehicles.

Now, in terms of 29 an exemplary method 2900 for controlling a host vehicle based on a preceding vehicle and a jostling vehicle according to an embodiment with respect to the control algorithm of equations (18) to (20). 29 will also be regarding 23A . 23B . 24 and 25 described. In the in 29 As shown, a vehicle control system is referred to as C-ACC control system 2400. Furthermore, it is understood that one or more of the components of 29 with one or more of the components of 8th to 10 which are discussed in detail in Section II above. In addition, one or more of the components of 29 combined with other components, omitted or organized, or organized into different architectures.

Now contains, in terms of the procedure 2900 in block 2902 , the procedure 2900 to detect by means of the one or more vehicle sensors a rear vehicle that travels behind the host vehicle and on the same lane as the host vehicle. For example, the vehicle computer system 2402 based on the sensed remote vehicle data 2506 Detect if a rear vehicle is behind the host vehicle 2306 and on the same lane as the host vehicle 2306 drives. With reference to the illustrative example that is in the 23A and 23B shown is the rear vehicle 2308d be detected as such, behind the host vehicle 2306 and on the same lane (that is, the second lane 2304b ) like the host vehicle 2306 moves. As described in detail below, the rear vehicle can 2308d be a jostling vehicle, and may be the longitudinal movement of the host vehicle 2306 based on the preceding vehicle 2308B and / or the rear vehicle 2308d be set dynamically.

In some embodiments, the provision in block 2902 partially based on V2V remote vehicle data 2504. In one embodiment, the processor 2404 Position data about one or more of the removed vehicles 2308 received via a plurality of mid-range sensors (for example, Sensed-Remote-Vehicle-Data 2506 from the radar 414 ). In a design that in detail with 30 is discussed, the block 2904 also determine if the rear vehicle 2308d is a jostling vehicle.

In block 2904 contains the procedure 2900 to detect a brake application by means of one or more vehicle sensors. In particular, the braking operation is initiated by the vehicle system of the host vehicle. The processor 2404 may detect a brake application by receiving host vehicle brake data (eg, host vehicle data 2502 ) from the vehicle sensor system 2422 supervised. Based on the braking data, the processor 2404 determine whether a brake application is initiated or executed, for example, by the C-ACC control system 2400. This brake operation is in contrast to a brake operation, for example, by the driver via driver input on the brake pedal 2434 is initiated.

In particular, causes in this embodiment, the block 2902 detected brake control that the host vehicle 2306 delayed (the vehicle speed decreases) based on an acceleration control rate generated by the C-ACC control system 2400 by a forward heading distance to the preceding vehicle 2308B observed. Thus, the in block 2902 detected brake application from the host vehicle 2306 in response to the preceding vehicle 2308B initiates the leading course distance between the host vehicle 2306 and the vehicle in front 2308B to enlarge. Thus, the acceleration control rate is calculated to provide a heading ahead distance between the host vehicle 2306 and the vehicle in front 2308B to reach and / or maintain. Accordingly, the acceleration control rate generated by the C-ACC control system 2400 becomes that shown in block 2902 Detected brake actuation initiated, calculated, without the rear vehicle 2308d to take into account. If, for example, the vehicle ahead 2308B delayed (for example, the relative distance between the host vehicle 2306 and the preceding vehicle 2308B decreases with respect to the predetermined preceding heading reference distance), the C-ACC control system 2400 generates an acceleration control rate (based, for example, on the control algorithm shown in equation (5)) that is the host vehicle 2306 at a speed similar to that of the vehicle ahead 2308B is closer. Thus, the acceleration control rate on the preceding vehicle may 2308B based on the distance component, the speed component and the acceleration component of the preceding vehicle 2308b. In some embodiments, the acceleration control rate may also be based on the acceleration component of the leading vehicle 2308A as described above in Section I (C) and equations (1) to (5).

Thus, in this embodiment, the acceleration control rate will cause the host vehicle to decelerate at a certain rate and this delay by the host vehicle 2306 initiated (for example via the C-ACC control system 2400). In other words, the brake actuation causes the host vehicle 2306 Delayed based on a deceleration control rate generated by the C-ACC control system 2400 by a forward heading distance to the first vehicle 2308B observed. As an illustrative example, the acceleration control rate may be -0.5 m / s ² based on the preceding vehicle 2308B be, as discussed above. The current acceleration rate of the host vehicle 2306 can be 1.5 m / s ² , and thus the host vehicle 2306 The rate of acceleration control rate performed causes the current rate of acceleration control to decrease by 1.5 m / s ² to 1.0 m / s ² . This negative acceleration or decay of the current acceleration control rate is accomplished by driving the host vehicle 2306 (for example, the brake system) according to the acceleration control rate, for example, by initiating a brake operation on the host vehicle 2306 ,

In other embodiments, detecting and / or determining the brake actuation includes in block 2904 to obtain from the vehicle system of the host vehicle an acceleration control rate that, when executed by the host vehicle, initiates a brake application by the vehicle system of the host vehicle. Thus, in this embodiment, the processor 2404 obtain an acceleration control rate generated by the C-ACC control system 2400. As discussed above, the acceleration control rate may be generated by the C-ACC control system 2400 to maintain a heading ahead reference distance to the first vehicle.

In some implementations, discussed in more detail below, the detected brake application is a hard brake application (eg, a panic brake application, an emergency brake application). Thus, in one embodiment, the block 2904 the determination include whether the brake application is a hard brake application. For example, the acceleration control rate may be compared to a predetermined braking threshold. As an illustrative example, a braking that meets or exceeds 1 m / s ^{2 may} be considered a hard brake application.

In block 2906 contains the procedure 2900 determine, by means of the one or more vehicle sensors, a relative rear heading distance between the host vehicle and the rear vehicle with respect to a rear heading distance reference distance. For example, as discussed above in equation (18), the processor may 2404 a distance control component based on a relative distance between the host vehicle 2306 and the rear vehicle 2308d and calculate a trailing path reference distance. The rear heading distance reference distance is a desired separation (eg, distance, course distance time) between the host vehicle 2306 and the rear vehicle 2308d , The rear heading distance reference may be predetermined and, for example, at memory 2406 get saved. In some embodiments, the rear heading distance reference distance is set by the driver (for example, via a driver input).

In block 2904 contains the procedure 2900 to modify the acceleration control rate based on the relative rear heading distance and the rear heading reference distance. Thus, the acceleration control rate becomes based on the preceding vehicle 2308B modified to accommodate the rear vehicle 2308d. For example, as discussed above with Equation (19), the processor 2404 the acceleration control rate as a function of the acceleration of the host vehicle 2306 , of the preceding vehicle 2308B and the rear vehicle 2308d determine and / or modify.

In block 2910 contains the procedure 2900 , the host vehicle 2306 based on the modified acceleration control rate. For example, in one embodiment, the processor 2404 the To control braking operation of the vehicle system to delay the host vehicle according to the modified acceleration control rate. As further detailed herein 31 is discussed, the braking operation by gradual deceleration of the host vehicle 2306 be controlled in accordance with the modified acceleration control rate. By modifying the delay of the host vehicle 2306 by first being braked less and then gradually braked more gradually to achieve the modified acceleration control rate, the rear vehicle becomes 2308d given a longer reaction time. In other words, the acceleration control rate and hence the heading distance reference may be modified so that the heading ahead reference distance gradually increases.

The procedure 2900 will now be in more detail with respect to the procedure 3000 from 30 discussed. In block 3002 Method 3000 includes determining if a jostling vehicle is present with respect to the host vehicle. This determination may be based on one or more factors, for example, a distance between the host vehicle 2306 and the rear vehicle 2308d and / or a speed threshold. The term course distance used herein may be defined as the distance between a first vehicle and a second vehicle before the first vehicle. In some embodiments, a heading distance may include a temporal component as the time course distance, defined as measuring the time after a set point between the first and second vehicles. The course distance and time-course distance calculations may include preset times and / or distances based on one or more factors, for example, road conditions, speed, weather conditions, and others.

Thus, in one embodiment, based on a comparison of a distance between the host vehicle 2306 and the rear vehicle 2308d at a droop distance threshold (eg, 100m) determines whether the rear vehicle 2308d a jostling vehicle is. In another embodiment, a rear heading distance between the host vehicle 2306 and the rear vehicle 2308B with a peg heading distance threshold (for example 0.5 to 2 seconds). In some versions, the block 3002 determining whether the rear heading distance is within a predetermined range (eg, tolerance value) of the crowding heading distance threshold, for example, if the rear heading distance is within 1 second (+/- 1) of the crowding heading distance threshold. The top with block 2904 The described methods for detecting a rear vehicle may also be used to determine whether the rear vehicle 2308d is a jostling vehicle.

If the provision in block 3002 Is NO, the method 3000 controls the C-ACC control system 2400 to control the movement of the host vehicle 2306 according to the acceleration control rate in block 3004 generated by the C-ACC control system 2400 by a forward heading distance to the preceding vehicle 2308B observed. Thus, the host vehicle becomes 2306 controlled according to the acceleration control rate, without the rear vehicle 2308d to be considered (for example according to the control algorithm of equation (5)). Thus, in some embodiments, control of the host vehicle 2306 is based on the rear vehicle 2308d only run when the rear vehicle 2308d is a jostling vehicle, with the risk of a Heckendkollision with the host vehicle 2306 is higher when braking on the host vehicle 2306 is triggered by the preceding vehicle 2308d.

If in some implementations the provision in block 3002 YES, the procedure can 3000 optional included, in block 3006 to determine if the rear vehicle 2308d the host vehicle 2306 for a predetermined period of time. In other words, it determines if the rear vehicle 2308d for a predetermined time within the crowding distance threshold. This confirms that the rear vehicle 2308d is a jostling vehicle, and is consistently within a distance and / or a course distance that is sufficiently small to be considered jostling. Thus, in block 3006 takes into account a temporal component that quantifies how long the rear vehicle is 2308d a distance and / or course distance to the host vehicle 2306 which is sufficiently small to be regarded as jostling.

In other embodiments, the block 3006 Determine how often the rear vehicle 2308d within a predetermined period of time, the host vehicle 2306 bedrängelt. If, for example, the rear vehicle 2308d at a distance of less than a 2-second distance to the host vehicle 2306 distance, then the distance to more than 2 seconds course distance to the host vehicle 2306 increases, and then to a distance that is less than the 2 second course distance to the host vehicle 2306 is, decreases, becomes the rear vehicle 2308d as a jostling vehicle that is jostling at two different time intervals and / or occasions. If these two different events occur within a predetermined period of time (for example, 2 minutes), the rear vehicle 2308d becomes relative to the host vehicle 2306 confirmed as a jostling vehicle.

If the provision in block 3006 YES, the procedure can 300 optional to block 3008 where the preceding heading reference distance used to calculate the acceleration control rate by the C-ACC control system 2400 is modified to the following distance between the host vehicle 2306 and the preceding vehicle 2308B to enlarge. Thus, in one embodiment, the previous heading distance reference is increased in block 3008. Accordingly, in block 3010 the processor 2404 and / or the C-ACC control system 2400 modify the acceleration control rate to determine the following distance between the host vehicle 2306 and the vehicle in front 2308B to enlarge, and in block 3020 For example, the C-ACC control system 2400 may be the host vehicle 2306 according to the modified acceleration control rate. Preventive may be the increase in the succession distance between the host vehicle 2306 and the vehicle in front 2308B give extra time after detection of a jostling vehicle for the jostling vehicle to respond. In addition, by proactively increasing the following distance, the C-ACC control system 2400 may exert less braking force when the vehicle ahead 2308B and / or the leading vehicle 2308A brakes hard.

It is understood that, in some embodiments, modifying the forward heading reference distance and the corresponding control of the host vehicle 2306 may include the C-ACC control system modifying and / or overriding 2400 preset C-ACC gap times and / or levels. Thus, upon detection of a jostling vehicle, as above with block 3002 and 3006 discussed, the C-ACC control system 2400 change the C-ACC gap time and / or run over the C-ACC gap time between the host vehicle 2306 and the vehicle in front 2308B to enlarge.

Back to the procedure 3000 from 30 contains, in block 3012 similar to the block 2902 from the procedure 2900 , the procedure 3000 by one or more vehicle sensors one from the host vehicle 2306 to detect initiated brake application. In some embodiments, the detected brake application is a hard brake application (eg, panic brake application, emergency brake application). Thus, in one embodiment, the block 2904 the determination include whether the brake application is a hard brake application. For example, the acceleration control rate may be compared to a predetermined braking threshold. In an illustrative example, a brake that meets or exceeds 1 m / s ^{2 may} be considered a hard brake application. If the provision in block 3012 YES, method 3000 goes to block 3014 become. Otherwise, the procedure goes to block 3004 further.

Even if a jostling vehicle is detected, in some embodiments maintaining a safety margin between the host vehicle 2306 and the preceding vehicle 2308b have a preference before the following distance between the pushing vehicle and the host vehicle 2306 given. If, for example, the distance between the host vehicle 2306 and the vehicle in front 2308B decreases very abruptly, causing a high deceleration rate on the host vehicle 2306 causes the maintaining of the forward heading distance between the host vehicle 2306 and the vehicle in front 2308B Given preference. Thus, in block 3014, the method 3000 to compare the acceleration control rate with a brake rate threshold. Here it is determined if the delay of the host vehicle 2306 meets a threshold. In some embodiments, this can be considered as extremely hard brake operation. As an illustrative example, a deceleration rate that meets or exceeds 1.5 m / s ^{2 may} be considered as extremely hard brake application. In this case, information about the rear vehicle 2308d be ignored because of the vehicle ahead 2308B Priority will be given. If the provision in block 3014 YES, the procedure goes to block 3004 further. Otherwise, the method continues to block 3016.

Thus, in determining that the acceleration control rate satisfies the brake rate threshold, control of the braking operation of the host vehicle is included 2306 a delay of the host vehicle according to the acceleration control rate and the preceding vehicle 2308B (For example, according to the control algorithm in equation (5)). Otherwise, the procedure goes 3000 to block 3016 continue to determine a rear vehicle component as above with block 2906 described. Thus, in block contains 3018 , the procedure 3000 modifying the acceleration control rate based on the relative rear heading distance and the rear heading way reference distance. Here, the acceleration control rate based on the preceding vehicle becomes 2306 modified to the rear vehicle 2308d to take into account. For example, as discussed above with Equation (19), the processor 2404 the acceleration control rate as a function of the acceleration of the host vehicle 2306 , of the preceding vehicle 2308B and the rear vehicle 2308d determine and / or modify.

In block 3020 contains the procedure 3000 driving the host vehicle based on the modified acceleration control rate. For example, the C-ACC control system 2400 may control the host vehicle 2306 according to the modified acceleration control rate. In one implementation, the block contains 3020 the control of delay of the host vehicle 2306 , For example, controlling the braking operation of the host vehicle 2306 included, the host vehicle 2306 according to the acceleration control rate, the preceding vehicle 2308b, and the rear vehicle 2308d to delay gradually. Accordingly, the gradual deceleration that achieves a forward heading distance and a rear heading distance may give the jostling vehicle more response time. The control of the brake operation in this way will now be with respect to the method 3100 from 31 described.

In block 3102 contains the procedure 3100 determining an initial acceleration control rate that is less than the modified acceleration control rate based on the relative rearward path distance and the rearward heading reference distance. In this embodiment, controlling the brake operation includes the delay of the host vehicle 2306 gradually increase from the initial acceleration control rate to the modified acceleration control rate based on the relative rear heading distance and the rear heading way reference distance. By modifying the delay of the host vehicle 2306 by initially slowing down and then gradually applying the brake to achieve the modified acceleration control rate, the rear vehicle becomes modified 2308d given more reaction time. In other words, the acceleration control rate is modified to thereby modify the heading ahead reference distance based on the relative tailpath distance and the tailpath reference distance. The gradual deceleration of the vehicle thereby gradually increases the heading ahead reference distance.

Thus, in block 3104 the C-ACC control system 2400 controls the host vehicle 2306 according to the initial acceleration control rate. In block 3106 For example, method 3100 may include detecting and / or monitoring a triggering event for initiating a gradual increase in the delay toward the modified acceleration control rate. For example, in one embodiment, the initial acceleration rate is maintained for a period of time, up to the rear vehicle 2308d a brake operation is detected. In other words, an initial preceding heading reference distance (ie, less than the previous heading offset reference distance achieved by the modified acceleration control rate) is maintained for a period of time.

The processor 2404 may include position data about the rear vehicle 2308d via a plurality of mid-range sensors (eg, Sensed-Remote Vehicle Data 2506 ), or may receive brake and / or position information from the rear vehicle 2308d by V2V communication (for example V2V remote vehicle data 2504). The processor 2404 can be a brake on the rear vehicle 2308d detect by means of this position data. Thus, in block 3108 the procedure 3100 to gradually increase a delay of the host vehicle from the initial acceleration control rate to the modified acceleration control rate based on the relative rear heading distance and the rear heading way reference distance. According to this embodiment, initially for a period of time is slowed down until the host vehicle 2306 determines that the rear vehicle 2308d on the initial delay of the host vehicle 2306 responded by applying the brake in response to it. In other words, the braking is performed to gradually increase an initial heading distance reference to the forward heading reference distance achieved by the modified acceleration control rate.

It should be understood that the implementations disclosed in Section V with respect to the crowding scenarios may also be implemented in whole or in part with the methods discussed in Sections II through IV. For example, with respect to hazard detection, a jostling vehicle may be considered a hazard, and vehicle control may be implemented via V2V communication providing real-time lane-level hazard predictions as discussed in Section III above. Additionally, the peg control model may also be used as a threading assist, especially in a front-threading scenario ( 22D ) and in intermediate scenarios ( 22E and 22F ), where a remote vehicle is detected as a jostling vehicle.

The embodiments discussed herein may also be described and implemented in the context of a computer-readable storage medium storing computer-executable instructions. Computer-readable storage media include computer storage media and communication media. For example, Flash Memory Drives, Digital Versatile Discs (DVDs), Compact Discs (CDs), Floppy Discs, and Tape Cartridges. Computer-readable storage media can be volatile and non-volatile, removable and non-removable Contain media implemented in any method or technology for information storage, such as computer readable instructions, data structures, modules or other data. Computer-readable storage media read nonvolatile, touchable media and forwarded data signals.

It is understood that various implementations of the above-disclosed and other features and functions or alternatives or variants thereof may be combined as desired in numerous other different systems or applications. Also, various presently unforeseen or unexpected alternatives, modifications, variations, or improvements herein may be later made by those skilled in the art, which should also be included herein.

A computer-implemented method of controlling a host vehicle relative to a first vehicle immediately in front of the host vehicle includes detecting a second vehicle traveling behind the host vehicle and on the same lane as the host vehicle. The method includes detecting a brake application initiated by the vehicle system of the host vehicle. The brake actuation, based on an acceleration control rate, causes the host vehicle to decelerate to maintain a heading ahead reference distance to the first vehicle. The method includes determining a relative rearward heading distance between the host vehicle and the second vehicle with respect to a rearward heading reference distance, and modifying an acceleration control rate based on the relative rearward heading distance and the rearward heading reference distance. Further, the method includes controlling the vehicle system according to the modified acceleration control rate.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 62442333 [0001, 0002, 0003, 0004]
• US 63442190 [0001]
• US 15630864 [0002]
• US 62442190 [0002, 0003]
• US 15191358 [0002, 0003, 0004]
• US 15630866 [0003]
• US 15679068 [0004]

Claims (20)

A computer-implemented method of controlling a vehicle system that controls movement of a host vehicle relative to a first vehicle immediately in front of the host vehicle, comprising: Detecting, by one or more vehicle sensors, a second vehicle traveling behind the host vehicle and in the same lane as the host vehicle; Detecting, by the one or more vehicle sensors, a brake actuation initiated by the vehicle system of the host vehicle, the brake actuation, based on an acceleration control rate generated by the vehicle system, causing the host vehicle to decelerate to maintain a heading ahead reference distance to the first vehicle; Determining, by the one or more vehicle sensors, a relative rear heading distance between the host vehicle and the second vehicle with respect to a rear heading distance reference distance; Modifying the acceleration control rate based on the relative rear heading distance and the rear heading distance reference distance; and Controlling the brake application of the vehicle system to delay the host vehicle according to the modified acceleration control rate. The computer-implemented method of Claim 1 which includes determining whether the second vehicle is a jostling vehicle based on a comparison of a time path distance between the host vehicle and the second vehicle with a jam heading distance threshold. The computer-implemented method of Claim 2 vehicle, upon determining that the second vehicle is the jostling vehicle for a predetermined period of time, to increase the heading ahead reference distance between the host vehicle and the first vehicle. The computer-implemented method of Claim 2 which, upon determining that the second vehicle is the jostling vehicle and upon detecting a second vehicle brake application on the second vehicle, gradually increases the preceding heading reference distance between the host vehicle and the first vehicle. The computer-implemented method of Claim 1 wherein controlling the brake operation includes determining an initial acceleration control rate that is less than the modified acceleration control rate based on the relative rear heading distance and the rear heading distance reference distance. The computer-implemented method of Claim 5 wherein controlling the brake operation includes gradually increasing a delay of the host vehicle from the initial acceleration control rate to the modified acceleration control rate based on the relative rear heading distance and the rear heading way reference distance. The computer-implemented method of Claim 1 that includes comparing the acceleration control rate with a brake rate threshold. The computer-implemented method of Claim 7 wherein, upon determining that the acceleration control rate satisfies a brake rate threshold, controlling the braking operation of the vehicle system includes delaying the host vehicle according to the acceleration control rate and the first vehicle. The computer-implemented method of Claim 7 wherein, upon determining that the acceleration control rate does not satisfy the brake rate threshold, controlling the braking operation of the vehicle system includes gradually decelerating the host vehicle according to the acceleration control rate, the first vehicle, and the second vehicle. A vehicle system for a host vehicle that controls movement of the host vehicle relative to a first vehicle immediately in front of the host vehicle, comprising: a sensor system including one or more vehicle sensors; and a processor operatively connected to the sensor system for computer communication, wherein the processor: detecting, by the one or more vehicle sensors, a second vehicle traveling behind the host vehicle and in the same lane as the host vehicle; obtaining from the vehicle system of the host vehicle an acceleration control rate that, when executed by the host vehicle, initiates a brake application by the vehicle system of the host vehicle to maintain a heading ahead reference distance to the first vehicle; determining, by the one or more vehicle sensors, a relative rear heading distance between the host vehicle and the second vehicle with respect to a rear heading reference distance; modifies the acceleration control rate based on the relative rear heading distance and the rear heading reference distance; and controls the braking operation of the vehicle system to delay the host vehicle according to the modified acceleration control rate. The vehicle system of Claim 10 wherein the processor determines whether the second vehicle is within a prong heading distance threshold from the vehicle for a predetermined amount of time. The vehicle system of Claim 11 wherein, upon determining that the second vehicle is within the crowding heading distance threshold, the processor modifies the acceleration control rate and controls the braking operation to thereby increase the heading ahead reference distance between the host vehicle and the first vehicle. The vehicle system of Claim 11 wherein, upon determining that the second vehicle is within the jam heading distance threshold, the processor detects a second vehicle brake application on the second vehicle, and the processor gradually increases the headway reference distance between the host vehicle and the first vehicle. The vehicle system of Claim 10 wherein the processor calculates an initial acceleration control rate less than the modified acceleration control rate based on the relative rear heading distance and the rear heading reference distance, and wherein the processor controls the braking operation of the vehicle system by delaying the host vehicle from the initial acceleration control rate to the first acceleration control rate modified acceleration control rate based on the relative rear heading distance to the rear heading distance reference gradually increased. The vehicle system of Claim 10 wherein, when the processor determines that the acceleration control rate meets a brake rate threshold, the processor controls the braking operation of the vehicle system by decelerating the host vehicle according to the acceleration control rate and the first vehicle. The vehicle system of Claim 10 wherein, when the processor determines that the acceleration control rate does not satisfy the brake rate threshold, the processor controls the braking operation of the vehicle system by gradually decelerating the host vehicle according to the acceleration control rate, the first vehicle, and the second vehicle. Non-transitory computer-readable storage medium containing instructions that, when executed by a processor, cause the processor to: Detecting a second vehicle traveling behind a host vehicle and in the same lane as the host vehicle; Receiving an acceleration control rate from a vehicle system of a host vehicle, wherein the acceleration control rate is generated by the vehicle system to maintain a heading ahead reference distance to a first vehicle immediately in front of the host vehicle; Determining a brake operation based on the acceleration control rate; Calculating a relative rear heading distance between the host vehicle and the second vehicle with respect to a rear heading distance reference distance; Modifying the acceleration control rate based on the relative rear heading distance and the rear heading distance reference distance; and Sending the modified acceleration control rate to the vehicle system. The non-transitory computer-readable storage medium of Claim 17 wherein the processor determines whether the second vehicle is a jostling vehicle based on a comparison of a time path distance between the host vehicle and the second vehicle with a jam heading distance threshold. The non-transitory computer-readable storage medium of Claim 17 wherein the processor calculates an initial acceleration control rate based on the relative rear heading distance and the rear heading reference distance. The non-transitory computer-readable storage medium of Claim 17 wherein the processor generates one or more brake signals to gradually increase a delay of the host vehicle from the initial acceleration control rate to the modified acceleration control rate based on the relative rear heading distance and the rear heading reference distance, and the processor transmits the one or more braking signals to the vehicle system ,

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