DE102017221616A1 - System and method for a threading assistant using vehicle communication - Google Patents

Abstract

A computer-implemented method of controlling a vehicle system of a host vehicle threading between one or more remote vehicles includes receiving speed data transmitted from the one or more remote vehicles via a vehicle communications network and receiving position data of one or more of the vehicle multiple remote vehicles from the sensor system of the host vehicle monitoring an area around the host vehicle. After it has been determined based on the position data that the one or more remote vehicles are in the area around the host vehicle, a safe distance for threading into the lane is made based on a relative position of the host vehicle to the one or more remote vehicles certainly. Further, the vehicle system of the host vehicle is controlled according to an actual distance between the host vehicle and the one or more remote vehicles and the safe distance.

Description

RELATED APPLICATIONS

This patent application claims priority over the provisional one U.S. Patent Application Serial No. 62 / 442,333 , filed January 4, 2017, which is expressly incorporated herein by reference. This patent application also claims priority over the provisional one U.S. Patent Application Serial No. 62 / 442,190 , filed January 4, 2017, which is also expressly incorporated herein by reference. Furthermore, this patent application is a continuation of part of U.S. Patent Application Serial No. 15/191358 filed on Thursday, June 23, 2016, which is also expressly incorporated herein by reference.

GENERAL PRIOR ART

Moving a vehicle may 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 jams, track closures, broken vehicles, collisions, and / or soils on a road can cause significant delays in the movement of vehicles and can compromise road safety. A driver of a vehicle may not be aware of these various variables that affect the movement of the vehicle. In some circumstances, a driver may not be able to detect a hazard that goes beyond a particular environment of the vehicle. For example, the driver's view of a large vehicle, traffic congestion and / or weather conditions may be limited or completely obstructed. The driver's view may also be limited due to road geometry, such as curves.

Furthermore, the driver usually has no precise knowledge of the dynamics of other vehicles on the road and the driver of other vehicles. For example, the driver may not be aware of the speed or maneuvering intentions 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 margin within a vehicle's immediate environment. Thus, outside the environment surrounding the vehicle, the driver has no information about obstacles in front of or behind him, neither at a street level nor at a track level. 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 many vehicles.

SUMMARY

In one aspect, a computer implemented method for controlling a vehicle system of a host vehicle threading between one or more remote vehicles includes determining an intention to thread into a track based on host vehicle data received from a sensor system of the host vehicle. The method includes receiving speed data transmitted over the vehicle communication network from the one or more remote vehicles. The one or more remote vehicles are within the lane. The method includes receiving position data of the one or more remote vehicles from the sensor system of the host vehicle monitoring an area around the host vehicle. After it has been determined based on the position data that the one or more remote vehicles are in the area around the host vehicle, the method includes determining a safe distance to thread into a lane based on a relative position of the host vehicle to the one or more the multiple remote vehicles, a speed of the host vehicle, and a speed of the one or more remote vehicles. Further, the method includes controlling the vehicle system of the host vehicle according to an actual distance between the host vehicle and the one or more remote vehicles and the safe distance.

In another aspect, a vehicle control system for controlling a vehicle system of a host vehicle that threads into a lane having one or more remote vehicles includes a wireless transceiver. The wireless transceiver receives message packets transmitted by the one or more remote vehicles over one or more communication links using a vehicle communication network. Each message packet contains Speed data of the one or more remote vehicles from which the message packet is transmitted. The system includes a sensor system for receiving position data of the one or more remote vehicles. The sensor system monitors an area around the host vehicle. The system includes a processor that is operatively connected for computer communication with the wireless transceiver and the sensor system. The processor determines that the one or more remote vehicles are in the area around the host vehicle based on the location data. The processor computes a safe distance to thread into the lane based on a relative position of the host vehicle to the one or more remote vehicles, a speed of the host vehicle, and a speed of the one or more remote vehicles. The processor controls movement of the host vehicle according to an actual distance between the host vehicle and the one or more remote vehicles and the safe distance.

In another aspect, a non-transitory computer-readable storage medium includes instructions that, when executed by a processor, cause the processor to determine an intention to thread into a track based on host vehicle data received from a sensor system of a host vehicle. The processor also receives speed data transmitted from one or more remote vehicles via a vehicle communications network. The one or more remote vehicles are within the lane. The processor receives position data of the one or more remote vehicles from the sensor system of the host vehicle that monitors an area around the host vehicle and determines based on the position data that the one or more remote vehicles are in the area around the host vehicle. The processor determines a safe distance to thread into the lane based on a relative position of the host vehicle to the one or more remote vehicles, a speed of the host vehicle, and a speed of the one or more remote vehicles. Further, the processor controls a vehicle system of the host vehicle according to an actual distance between the host vehicle and the one or more remote vehicles and the safe distance.

list of figures

• 1A FIG. 10 is a schematic view of an example traffic scenario according to an embodiment; FIG.
• 1B FIG. 12 is a schematic view of vehicles on the second lane 104b 1A according to an embodiment;
• 2 FIG. 10 is a schematic view of a vehicle communication network according to an embodiment; FIG.
• 3 FIG. 10 is a block diagram of a vehicle control system of a vehicle according to an embodiment; FIG.
• 4 FIG. 12 is a schematic view of exemplary vehicle systems associated with the vehicle. FIG 3 can be connected, according to an embodiment;
• 5 FIG. 12 is a schematic view of an exemplary interior of the 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 flow diagram of a method for controlling a vehicle control system according to an embodiment; FIG.
• 9 FIG. 10 is a process flow diagram of a method for calculating an acceleration control rate for a host vehicle according to an embodiment; FIG.
• 10 FIG. 10 is a process flow diagram of a method of selecting a leading vehicle according to one embodiment; FIG.
• 11 FIG. 10 is a process flow diagram of a method of monitoring a communications link between a host vehicle and a remote vehicle for packet loss in accordance with 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 for classifying a remote vehicle according to one embodiment; FIG.
• 14B is an illustrative example used to classify a remote vehicle in front of the host vehicle 14A to describe according to an embodiment;
• 14C FIG. 10 is a process flow diagram of a method of predicting 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 a lane change of a remote vehicle and for 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 example traffic scenario for the threading wizard according to one embodiment; FIG.
• 19 FIG. 10 is a process flow diagram for providing a threading assistant using a vehicle communications network according to one embodiment; FIG.
• 20 FIG. 10 is a process flow diagram for providing a speed-assist threading assistant using a vehicle communications network according to one embodiment; FIG.
• 21 FIG. 10 is a process flow diagram for providing a position guide threading assistant using a vehicle communications network according to one embodiment; FIG.
• 22A FIG. 10 is an illustrative embodiment of a scenario in which no radar items are detected, according to one embodiment; FIG.
• 22B FIG. 10 is an illustrative embodiment of a side-by-side threading scenario according to 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 in 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 safe distance according to one embodiment; FIG. and
• 22F FIG. 10 is an illustrative embodiment of the host vehicle in an intermediate scenario according to a rear safe distance according to one embodiment. FIG.

DETAILED DESCRIPTION

The following includes 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. Furthermore, the components discussed herein may be combined with other components, omitted or organized, or arranged in different architectures.

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

"Component" as used herein 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, an executable program file, an execution thread, and a computer. A computer component (s) may reside within a process and / or thread. A computer component may be located on a computer and / or shared between multiple computers.

"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, the transmission of a Hypertext Transfer Protocol (HTTP) and so on. For example, computer communication may be performed, inter alia, via a wireless system (eg, IEEE 802.11 ), an Ethernet system (eg IEEE 802.3 ), a token ring system (eg IEEE 802.5 ), a Local Area Network (LAN), a Wide Area Network (WAN), a point-to-point system, a loop circuit system, a packet switching system.

"Computer-readable medium" as used herein refers to a non-volatile medium storing instructions and / or data. A computer-readable medium may take forms, including nonvolatile media and volatile media. Nonvolatile media may include, for example, optical disks, magnetic disks and so on. Volatile media may include, for example, semiconductor memory, dynamic memory, and so on. Common forms of computer-readable media may include a floppy disk, a film storage disk, a hard disk, a magnetic tape, another magnetic medium, an ASIC, a CD, other optical media, a RAM, a ROM, a memory chip or a memory card, a memory stick, and others Include media from which a computer, processor or other electronic device can read.

"Database" as used herein is used to refer to a table. In other examples, "database" may be used to refer to a number of tables. In still other examples, "database" may refer to a number of data stores and methods for accessing and / or editing those data stores. For example, a database may be stored on a floppy disk and / or a memory.

As used herein, "floppy disk" may be, for example, a magnetic disk drive, a solid state hard disk, a floppy disk drive, a tape drive, a zip drive, a flash memory card, and / or a memory stick. Further, the disk may be a CD-ROM (Compact Disk ROM), a CD-writable drive (CD-R drive), a CD-rewritable drive (CD-RW drive) and / or a digital video ROM drive (DVD ROM ) be. The diskette may store an operating system that controls or allocates the resources of a computing device.

"Input / output device" (I / O device) as used herein may include devices for receiving inputs and / or devices for outputting data. The input and / or output may be for controlling various vehicle features, such as, but not limited to, various vehicle components, systems, and subsystems. In particular, the term "input device" includes, but is not limited to, the keyboard, microphones, pointing and selecting devices, cameras, imaging devices, video cards, displays, pushbuttons, knobs, and the like. The term "input device" additionally includes input graphical controls located within a user interface that are displayed by various types of mechanisms, such as software and hardware-based controls, interfaces, touchscreens, touchpads, or plug-and-play devices can. An "output device" includes, among other things, display devices and other devices for outputting information and functions.

"Logic circuitry" as used herein includes, but is not limited to, hardware, firmware, a non-transitory computer-readable medium that stores instructions, instructions in execution on one machine, and / or an action (s) from another logic circuit, module, or other Method and / or another system (eg, execute). Logic circuits may include an algorithm controlled processor, a discrete logic (eg ASIC), an analog circuit, a digital circuit, a programmed logic device, a memory device containing instructions, and so on further include and / or be part of it. Logic may include one or more gates, gate combinations or other circuit components. Where several logics are described, it may be possible to combine the multiple logics into one physical logic. Similarly, if a single logic is described, it may be possible to split that single logic between multiple physical logics.

"Memory" as used herein may include volatile memory and / or nonvolatile memory. A nonvolatile memory may include, for example, ROM (Read Only Memory), PROM (Programmable Read Only Memory), EPROM (Erasable PROM), and EEPROM (Electrically Erasable PROM). Volatile memory may include, for example, Random Access Memory (RAM), 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 controls or allocates the resources of a computing device.

"Active connection" or a connection over which units are "operatively connected" is a connection in which signals, physical communication and / or logical communication can be sent and / or received. An active connection may include a wireless interface, a physical interface, a data interface and / or an electrical interface.

"Module" as used herein includes, but is not limited to, a non-transitory computer-readable medium containing instructions, instructions in execution on a machine, hardware, firmware, software executed on a machine, and / or combinations thereof to perform a function (s) or function Stores action (s) and / or to initiate a function or action from another module, process, and / 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 containing executive instructions, logic gates, a combination of gates, and / or other circuit components , Several modules can be combined into one module and individual modules can be divided between several modules.

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

"Processor" as used herein 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 logic circuits for performing actions and / or algorithms.

"Vehicle" as used herein refers to any moving vehicle that is capable of carrying one or more human occupants 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, amusement vehicles, railroads, private watercraft and aircraft. In some cases, a motor vehicle includes one or more motors. Further, the term "vehicle" may refer to an electric vehicle (EV) that is capable of carrying one or more human occupants and that is fully or partially powered by one or more electric motors via an electric battery. The EV may include Battery Operated Vehicles (BEV) and Plug-in Hybrid Electric Vehicles (PHEV). The term "vehicle" may also refer to an autonomous vehicle and / or self-propelled vehicle powered by any form of energy. The autonomous vehicle may carry one or more human occupants. Further, the term "vehicle" may include vehicles that are automated or non-automated with predetermined paths, or free-running vehicles.

"Vehicle display" as used herein may include, but is not limited to, LED screens, LCD screens, CRT display, plasma screens, touch screen displays commonly found in vehicles for displaying information about the vehicle. The display can accept inputs (eg inputs via Touchscreen, keyboard input, input from various other input devices, etc.) received from a user. The display may be located at various positions of the vehicle, for example on the dashboard or center console. In some embodiments, the display is, inter alia, part of a portable device (eg, owned or associated with a vehicle occupant), a navigation system, an infotainment system.

"Vehicle control system" and / or "vehicle system" as used herein may include, inter alia, any automatic or manual system that may be used to improve the vehicle, ride, and / or safety. Exemplary vehicle systems include, among others, an electronic stability control system, an antilock braking system, a brake assist system, an automatic brake refill system, a low-speed follow 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 system for displaying the vehicle blind spot, a lane departure warning system, a navigation system, a transmission system, brake pedal systems, an electronic power steering system, visual devices (eg, camera systems, proximity sensors), an air conditioning system, an electronic biasing system, a monitoring system, a seat occupancy detection device, a vehicle suspension system, a vehicle seat configuration system, a vehicle Lighting system for the vehicle interior, an audio system, a sensor system, an indoor and outdoor camera system.

OVERVIEW OF THE SYSTEM

The systems and methods described herein are generally directed to controlling a vehicle using a vehicle communications network that may include multiple vehicles and infrastructures. Communicating information using a vehicle communications network and / or gathering information enables the 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 using a vehicle communications network. 1A illustrates an example traffic scenario 100 , which is used to describe some of the systems and methods herein. The traffic scenario 100 includes one or more vehicles on a lane 102. The roadway 102 has a first track 104a , a second track 104b and a third track 104c on. It is understood that the roadway 102 may have various arrangements, in 1A not shown, and may have any number of tracks.

In 1A includes the traffic scenario 100 a host vehicle (HV) 106 and one or more remote vehicles generally referred to as remote vehicles 108 be designated. More specifically, however, the distant vehicles include 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 distant vehicles 108 Can also be used as a variety of distant vehicles 108 be designated. In some embodiments, one or more of the removed vehicles may 108 in relation to the host vehicle 106 be identified. For example, the remote vehicle 108d in relation to the host vehicle 106 be identified as a preceding vehicle. In particular, the remote Fahrzeu 108d a vehicle in front, located immediately in front of the host vehicle 106 or immediately ahead. In some embodiments, one of the removed vehicles may be 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, which is 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.

In some embodiments, one or more of the vehicles may be removed 108 in the traffic scenario 100 as a platoon on vehicles 108 be identified. For example, the host vehicle 106 , the distant vehicle 108a , the distant vehicle 108b , the remote vehicle 108c and the remote vehicle 108d Part of a platoon on vehicles 108 be on the same track (ie the second track 104b ) moves. 1B is a schematic view of the removed vehicles 108 that on the second lane 104b out 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 in 1B Series of vehicles displayed a platoon on vehicles 108 be. It is understood that the host vehicle 106 and the distant vehicles 108 in other arrangements and positions than those in 1A and 1B can be located.

In the systems and methods discussed herein, the host vehicle 106 partly based on data about the one or more remote vehicles 108 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). It is understood, however, that the vehicle communication described herein may be implemented with any communication or network protocol, such as, but not limited to, ad hoc networks, in-vehicle wireless access, cellular networks, WiFi networks (eg, IEEE 802.11 ), Bluetooth, WAVE, CALM. Further, the vehicle communication network may be vehicle-to-vehicle (V2V) or vehicle-to-all (V2X).

In 1A can the host vehicle 106 using DSRC communication containing, transmitting, receiving and / or exchanging data, messages, images and / or other information with other vehicles, users or infrastructures. In particular, the host vehicle 106 equipped with a vehicle-to-vehicle (V2V) transceiver 110 that transmits messages and information to other vehicles, users, or infrastructures that allow computer communication with the host vehicle 106 are operable, can exchange. For example, the V2V transceiver 110 may communicate with the remote vehicle 108a 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 Roadside Equipment (RSE) 116 communicate. Likewise, the remote vehicle 108a may be the remote vehicle 108b , the distant vehicle 108c and the remote vehicle 108g use their respective V2V transceiver to communicate with each other, the host vehicle 106 , the wireless network antenna 114 and / or the RSE 116 to communicate. In the in 1A embodiment shown are the remote vehicle 108d , the distant vehicle 108e and the remote vehicle 108f not for communication with the host vehicle 106 equipped with the vehicle communication network (eg have no DSRC V2V transceivers). It is understood that in other embodiments, one or more of the remote vehicle 108d , the distant vehicle 108e and the distant vehicle 108f Equipment for communication with the host vehicle 106 using the vehicle communications network.

As discussed herein, various types of data may be communicated using the vehicle communications network. For example, the type and / or specifications of the vehicle, navigation data, lane data, traffic location data, heading data, heading data, projected heading data, kinematic data, current vehicle position data, range 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 involve the exchange of data and information between networked vehicles for use in driving a 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 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, threading, exiting, and lane change systems Motorways, collision warning systems, integrated vehicle-based safety systems and automatic guided vehicle systems. Some of the embodiments herein are described in the context of a C-ACC system, a vehicle control system, and / or a threading assist system.

Additionally, in the systems and methods discussed herein, the host vehicle 106 partly based on data about the one or more remote vehicles 108 that from the host vehicle 106 be controlled. In 1A can any of the distant vehicles 108 on the roadway 102 Vehicles and nearby objects capture what is caused by the exact lines coming from the distant vehicles 108 going out, is illustrated. The distant vehicles 108 can detect vehicles and nearby objects using one or more sensors (eg radar sensors). The host vehicle 106 may include one or more sensors, discussed in more detail herein, to collect data about other vehicles and items in the vicinity of the host vehicle 106 capture. For example, the host vehicle 106 the distance, acceleration and speed of the vehicle ahead 108d or other vehicles near the host vehicle 106 to capture. Accordingly, the host vehicle 106, although the preceding vehicle 108d not for V2V communication with the host vehicle 106 equipped with on-board sensors still data on the preceding vehicle 108d receive.

VEHICLE COMMUNICATIONS NETWORK

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

In the embodiments discussed herein, the control of the host vehicle 106 based on information being run directly between the host vehicle 106 and one or more of the remote vehicles 108. However, in some embodiments, data may be exchanged with other infrastructures and servers. For example, in 2 the C-ACC system 202 provides information directly or indirectly to and from a service provider 212 over a wireless communication network 204 transmit and receive. The service provider 212 can be a remote server 214, a remote sender 216 , a remote receiver 218 and a remote storage 220 include that are designed to be connected to each other. In one embodiment, the host vehicle may 106 by means of a one-to-many communication network 222, data and information from the service provider 212 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 For example, the V2V transmitter 110 may be used by the C-ACC system 202 to pass through the wireless communication network 204 and a broadband network 210 such as the Internet information from the service provider 212 and other information providers. In alternative embodiments, the C-ACC system 202 may include a radio frequency (RF) transceiver 224 in the host vehicle 106 used to pass through the wireless network antenna 114 to the wireless communication network 204 Information from the service provider 212 to receive and transmit to them. The RF transmitter 224 may include a wireless telephone, a wireless modem, a Wi-Fi compatible transceiver, and / or any other device using the wireless communication network 204 communicate with other networks. The host vehicle 106 can also get information from a traffic data supplier 206 and / or one or more other information providers 208 received and transmitted to this (s). This information may include, but is not limited to, traffic data, vehicle location and direction data, high traffic schedules, weather data or other transport related data, etc. The traffic data supplier 206 and the other information provider 208 can through the broadband network 210 with the service provider 212 communicate.

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

OVERVIEW OF VEHICLE SYSTEM AND C-ACC

The host vehicle 106 and the C-ACC system 202 will now be described with reference to FIG 3 described in more detail. 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 associated with other vehicles. For example, the distant vehicles 108 one or more of the components and functionalities of the control system 300 include. Thus, the control system 300 alternatively use the system from other units or in other applications. Further, the tax system 300 in some embodiments, is referred to as a C-ACC control system (eg, 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; however, they may be configured to be accessible via the vehicle communications network 200 communicate with one or more other C-ACC systems, vehicle control systems or threading assistance systems.

The host vehicle 106 may include one or more computers and / or computing devices; for example, the tax system includes 300 in 3 a vehicle computer system 302 , In some embodiments discussed herein, the vehicle computer system becomes 302 referred to as a 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 general vehicle computing device that enables the functions described herein.

The vehicle computer system 302 includes a processor 304 and a memory 306 , In some embodiments, the vehicle computer system may 302 programmable logic circuits and / or preconfigured logic circuits for carrying out C-ACC system functions and / or threading assistance system functions. The memory 306 stores information to which the processor 304 can access, including instructions 308 and dates 310 that from the processor 304 executed or otherwise used. The control logic (in this example, software instructions or computer program code) when used by the processor 304 running, causes the processor 304 performs the functions of the embodiments as described herein. The memory 306 can be of any type that is capable of storing information to which the processor is responsible 304 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, a flash drive, a memory card, ROM, RAM, DVD or other optical disks, and other writeable media and read-only memory. Systems and methods may include various combinations of the above, wherein different portions of the instructions and data are stored on different types of media.

The instructions 308 can be any set of instructions that are directly (for example, a machine code) or indirect (for example, scripts) by the processor 304 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 in object code format for direct processing by the processor 304 or in any other computer language that contains scripts or collections of independent source code modules that can be interpreted upon request or compiled in advance. Functions, procedures and routines of the instructions are described in more detail below.

The data 310 can from the processor 304 in accordance with the instructions 308 be retrieved, saved or modified. For example, the data 310 although the vehicle computer system 302 is not limited by any particular data structure, stored in computer registers, in a relational database as a table with a variety of different fields and records, XML documents or flat files. The data 310 can also be formatted in any computer-readable format. The data 310 may include any information sufficient to identify the pertinent information, such as numbers, descriptive text, proprietary codes, references to data stored in other areas of the same memory or other memory (including at other network locations), or information derived from a function can be used to calculate the relevant data.

In FIG. 3 can the data 310 traffic data 312 , Card component data 314 , Traffic assistance data 316 and threading models 318. The traffic data 312 may include, inter alia, commercially available databases of transport data, traffic data and traffic plans. The card component data 314 may include maps showing the shape and height of lanes, lanes, Identify intersections, pedestrian crossings, bicycle lanes, school zones, speed limits, traffic signs, 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 lanes, lanes, intersections, and the 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 it is associated with other related features, e.g. For example, dimensions of an extended threading track may be associated, inter alia, with a roadway location and a driveway. The traffic assistance data 316, discussed in greater detail herein, may receive traffic data from various sources inside and outside the host vehicle 106 include. Furthermore, the threading models 318 Types of threading scenarios for threading assistance, as discussed in Section IV below.

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 control unit (ECU) of the vehicle 320 can communicate and get information from the different systems of the host vehicle 106 send and receive, for example vehicle sensor systems 322 , a vehicle communication system 324 , a vehicle navigation system 326 and a vehicle interface system 328 , When used, the vehicle computer system can 302 some or all of these functions of the host vehicle 106 Taxes. It is understood that, although different systems and the vehicle computer system 302 within the host vehicle 106 shown, these elements may be physically separate outside the host vehicle 106 and / or by large distances. Furthermore, the vehicle computer system 302 for example via a bus 330 for computer communication with other components of the host vehicle 106 be actively connected.

The vehicle sensor system 322 includes various vehicle sensors that store data internally and / or externally from the host vehicle 106 capture and / or measure. In particular, the vehicle sensor system 322 Vehicle sensors for detecting and measuring stimulation (eg, a signal, property, measurement, amount) associated with the host vehicle 106 and / or a particular vehicle system of the host vehicle 106 connected. In some embodiments, the vehicle sensors are for detecting and measuring a stimulation associated with a vehicle and / or an object in the vicinity of the host vehicle 106 connected is. The vehicle sensor system 322 and the various vehicle sensors are included herein 4 discussed in more detail.

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

The host vehicle 106 also includes the car navigation system 326. The car navigation system 326 can the host vehicle 106 and / or the vehicle computer system 302 Provide navigation maps and information. The vehicle navigation system 436 may be any type of known, related or later developed navigation system, and may include a GPS unit (not shown). The term "navigation information" refers to any information that can be used to identify the host vehicle 106 assist in navigating on a roadway or track. Navigation information may include traffic data, map data, and roadway classification information data. Examples of navigation information may include street addresses, street names, street or address numbers, intersection information, points of interest, parks, waters, any political or geographical subdivision, including city, municipality, province, prefecture, city, state, district, postal code or postal code, and country , Navigation information may also include commercial information, including names of shops and restaurants, commercial areas, shopping malls, and parking facilities. Navigation information may also include geographic information, including Information obtained from any Global Navigation Satellite Infrastructure (GNSS), including the Global Positioning System or Satellite (GPS), Glonass (Russian) and / or Galileo (European).

Furthermore, the host vehicle includes 106 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 part and an input part. In some embodiments, the vehicle interface system is 328 a human machine interface (HMI) and / or a front panel (HUD) that resides in the host vehicle 106 located. The vehicle interface system 328 may receive one or more user inputs from one or more users (eg, a driver, vehicle occupants). Through the input part of the vehicle interface system 328 For example, a user, such as a driver or vehicle occupant, may be allowed to interact with the input, such as user input, gestures, clicks, points, selections, voice commands, etc., or the host vehicle 106 and / or the vehicle computer system 302 provide. For example, in some embodiments, a user may configure the vehicle computer system 302 and / or the control features of the vehicle computer system 302 through interaction with the vehicle interface system 328 activate.

For example, the input part of the vehicle interface system 328 as a touch screen, a touchpad, a trackpad, one or more hardware buttons (eg, on a radio or steering wheel), one or more buttons such as one or more soft buttons, one or more software buttons, one or more interactive buttons, one or more switches, a keyboard, a microphone, one or more sensors, etc. can be implemented. In one or more embodiments, the vehicle interface system 328 be implemented so that a display part is integrated so that the vehicle interface system 328 both provide output (eg, render content as display part) and receive input (eg, user input). An example of this can be a touchscreen. Other examples of input parts may include a microphone for receiving the voice input of a user.

The vehicle interface system 328 can display information (such as graphics, alerts, and notifications). The vehicle computer system 302 For example, it may generate information, suggestions, warnings, and / or alerts, and that information to a driver on a display device (eg, display part) of the vehicle interface system 328 provide. The information, warnings, etc. may include, but are not limited to, one or more navigation maps, icons, icons, graphics, colors, images, photographs, videos, text, audio information, and more. The vehicle interface system 328 may also include other systems that provide visual, auditory, 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 included, which provides the driver's foot active feedback force when the driver depresses the accelerator pedal.

The host vehicle 106 may include other devices for communicating and, in some cases, controlling the various components associated with vehicle systems. The different vehicle systems that / with which the host vehicle 106 control and / or communicate are now referring to 4 discussed in more detail. 4 is a schematic view of the host vehicle 106 with vehicle systems and components associated with the vehicle control system 300 out 3 can be connected. As above at 3 mentioned, the in 4 shown components and functionalities associated with other vehicles. For example, the distant vehicles 108 one or more of the in 4 shown components and functionalities.

In 4 can the ECU 320 do with a data logging 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 embodiments discussed herein, the ECU is 320 designed to receive instructions from the vehicle computer system 302 to receive data from one or more in 4 to retrieve the components shown. For example, the ECU 320 Instructions from the C-ACC computer system 302 regarding commands to enable or suppress a particular vehicle system 404 , for example, a brake or an accelerator pedal, according to an acceleration control rate received.

The data logging system 402 can with the ECU 320 communicate to data coming from any of the vehicle systems 404 and / or the vehicle sensor system 416 were collected, acquired and recorded. As discussed above, the host vehicle may 106 the vehicle navigation system 326 include, which is designed to work with the ECU 320 to be connected. The navigation system 326 can be a GPS receiver 406 , a navigation system display 408 (eg part of Vehicle interface system 328) and may include map and location information in a navigation database 410 to save. The navigation system display 408 can display navigation maps and information to a user using any type of display technology. The navigation system display 408 may also provide information to the host vehicle using any type of known, related or later developed audio technology, such as by using predetermined tones or electrically generated speech 106 communicate.

As mentioned above, the vehicle sensor system 322 Various vehicle sensors may and may be connected to the ECU 320 and any number of vehicle sensor devices in any arrangement. The devices of the vehicle sensor system 322 may be beneficial in collecting data for identification and movement of traffic units such as the remote vehicles 108 , Vehicle traffic, or any other state, entity, or vehicle that could provide data. It is understood that the vehicle sensors may be any sensor used in any vehicle system to detect and / or detect 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, and others.

It should also be understood that the vehicle sensors may be any type of sensor, for example, acoustic, electrical, environmental, optical, imaging, lighting, printing, power engineering, thermal engineering, temperature engineering, proximity, and others. The vehicle sensors could be located in one or more portions of the host vehicle 106. For example, the vehicle sensors could be integrated into a dashboard, seat, seat belt, door, bumper, front, back, corners, dashboard, steering wheel, center console, roof, or any other portion of the host vehicle 106 , 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) in an article of clothing (not shown) ) carried by the driver, or integrated into the body of the driver (eg, an implant) (not shown).

Now, referring to the exemplary vehicle sensors in FIG 4 the vehicle sensor system 322 a sensor 412 , a radar system 414 , the camera 416 and the laser 418 all of which are in any beneficial area of the host vehicle 106 can be arranged. Although in 4 a sensor 418 it is understood that the sensor 418 is an illustration of one or more sensors inside or outside the host vehicle 106 are attached. In some embodiments, the vehicle sensor detects 418 the vehicle speed, acceleration rate, braking rate and other dynamic vehicle data of the host vehicle 106 , In some embodiments, the vehicle sensor may 418 Collect approximate data using rear, front and side proximity detection sensors 418.

The radar system 414 may include a front mounted long range radar and / or a medium range front mounted radar. The front-mounted long-range radar can measure the distance (eg, sideways, longitudinal) and the speed of the objects that hosted the vehicle 106 surround. For example, the long range front radar may measure the distance and speed of one or more of the vehicles being removed 108 that the host vehicle 106 surround, measure. In some embodiments, the radar system may 414 a plurality of radar devices at different locations of the host vehicle 106 include. For example, a front left mounted radar in a front left corner area of the host vehicle 106 , a front right mounted radar in a front right corner area of the host vehicle 106 , a rear left mounted radar in a rear left corner area of the host vehicle 106 and a rear right mounted radar in a rear left corner area of the host vehicle 106.

4 also shows the V2V transceiver 110 of the host vehicle 106 to communicate with other V2V-compatible vehicles. In one embodiment, the V2V transceiver 110 may collect traffic data from other DSRC transceivers suitable for a vehicle, pedestrian, bicycle, building, tower, scoreboard, traffic signal, road sign or any (n ) transport-related unit or user can be designed. An indicator operatively connected to a DSRC transceiver may also display any messages, maps, vehicle locations, data, images, alerts, and warnings that are addressed to DSRC users in the vehicle communications network 200 transfer or be received by them. A communication connection (eg the communication connection 203 in 2 ) between DSRC transceivers can be initiated by any user. In the embodiments, a DSRC transceiver may continuously search for signals from other DSRC transceivers, such as by emitting a periodic signal looking for a response. In other embodiments, a DSRC transceiver may transmit periodic signals that are seeking a response from a DSRC transceiver that is within range. If a DSRC transceiver answers, then a communication connection can be made. The host vehicle 106 received information and data may be in the data logging system 402 and / or the data 310 stored 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 representation of an exemplary design of a vehicle interior 500 that with the host vehicle 106 and the vehicle control system 300 out 3 connected is. The vehicle interior 500 For example, a dashboard 502 , a steering device such as a steering wheel 504 , an instrument panel 506 and a central section 508 include. The central section 508 may include one or more devices connected to 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 central section 508 with controls for one or more systems of the host vehicle 106 among others: control systems, radio and sound 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 for displaying information from the vehicle control system 300 and / or other related or unrelated vehicle systems. Examples of the display device 510 These include, but are not limited to, LCDs, CRTs, ELDs, LEDs, OLEDs, or electronic paper displays, each with or without a 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 include. For example, a user may by using the vehicle interface system 328 enable or disable one or C-ACC system modes, threading assist modes, and allow a user to access the vehicle computer system 302 Provide information such as navigation destination or traffic information.

In alternative embodiments, the vehicle interface system 328 Keys, a keyboard or other types of input devices. In another embodiment, the vehicle interface system 328 include a field of view (HUD) display designed to render an image on one or more surfaces of the host vehicle 106 such as the windshield 512 to project. In some embodiments, the display device may 510 in any part of the host vehicle 106 or may be a portable device (not shown). For example, the display device may 510 on the dashboard 506 are located.

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

C-ACC CONTROL MODEL

As noted 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 several of the distant vehicles 108 , The data about one or more of the removed vehicles 108 can be received by the C-ACC control system 300 using the vehicle communication network 200. In some embodiments, the data may be about one or more of the remote vehicles 108 from the C-ACC control system 300 using sensors (eg, radar sensors) onboard the host vehicle 106 be received. The fusion and analysis of this data can be used to host the vehicle 106 to control it and the host vehicle 106 thereby enabling it to be preventative to a traffic scenario and one or more of the distant vehicles 108 responds to the operation or the driveway of the host vehicle 106 can affect. The exemplary control by the C-ACC control system 300 will now be described in more detail.

In some embodiments discussed herein, the movement of the host vehicle may 106 For example, be controlled by a C-ACC control system 300. In particular, the C-ACC control system 300 may be motions of the host vehicle 106 in the longitudinal direction using 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 using 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 rate and control the host vehicle 106 adjust accordingly. Now, referring to 6 a schematic C-ACC control model 600 for controlling a vehicle control system shown. 6 is related to the components of 2 - 5 described. The tax model 600 receives host vehicle data as inputs 602 , V2V data of the remote vehicle 604 and collected data of the remote vehicle 606 , The host vehicle data 602 include vehicle dynamics data about the host vehicle 106. For example, data on speed, acceleration, speed, yaw rate, steering diaper, throttle angle, range, or distance, among others. The host vehicle data 602 can from the vehicle sensor system 322 over the bus 330 be called. The host vehicle data 602 may also include status information about different vehicle systems. For example, the host vehicle data 602 Direction indicator status, direction control data, directional history data, planned directional data, kinematic data, current vehicle position data, and any other vehicle information about the host vehicle 106 include.

The V2V data of the remote vehicle 604 include dynamic data of the remote vehicle over one or more of the removed vehicles 108 passing through the vehicle communication network 200 be communicated. The V2V data of the remote vehicle 604 Speed, acceleration, speed, yaw rate, steering angle and throttle angle, range, or distance data about one or more of the remote vehicles 108 include. The V2V data of the remote vehicle 604 may also include directional control data, directional history data, planned directional data, kinematic data, current vehicle position data, and any other vehicle information about the remote vehicle 108 include the V2V data of the remote vehicle 604 has transferred.

The collected data of the remote vehicle 606 can read data about one or more of the removed vehicles 108 and / or items near the host vehicle 106 include that via the vehicle system sensors 322 received and / or recorded. For example, in the embodiments discussed herein, the captured data of the remote vehicle 606 includes vehicle data collected by the radar system 414 are obtained, including approximate data. The collected data of the remote vehicle 606 For example, distance and speed may be from one or more of the vehicles removed 108 that the host vehicle 106 surrounded, include.

The host vehicle data 602 , the V2V data of the remote vehicle 604 and the captured data of the remote vehicle 606 may be entered into the C-ACC computer system 302 and processed using a control algorithm described in greater 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 608 (which may be part of a brake assist system, for example) and / or a throttle actuator 610 , For example, the C-ACC computer system 302 may be based on the host vehicle data 602 , the V2V data of the remote vehicle 604 and the collected data of the remote vehicle 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 can be sent to the ECU 320 which then carries out the signal, for example by controlling the brake actuator 608 and / or the throttle actuator 610 ,

Additionally, the C-ACC computer system 302 and / or the ECU 320 Commands to the HMI 612 (eg the vehicle interface system 328 ) To run. Based on the host vehicle data 602 , the V2V data of the remote vehicle 604 and the captured data of the remote vehicle 606 can for example produces a visual, audible and / or tactile feedback and via the HMI 612 to be provided. Accordingly, the host vehicle 106 based on the merger of the host vehicle data 602 , the V2V data of the remote vehicle 604 and the collected data of the remote vehicle 606 in accordance with the control algorithm, which will now be described in more detail.

wobei x_i-1 ein Abstand von einem hinteren Ende des Hostfahrzeugs 106 zu dem vorderen Ende des vorausfahrenden Fahrzeugs 108d ist, x_i eine Länge des Hostfahrzeugs 106 ist, hẋ_i ein zuvor festgelegter Verkehrstaktbezugsabstand ist und L_PV die Länge des vorausfahrenden Fahrzeugs 108d ist. Diese Variablen werden schematisch in 1B gezeigt. Der Steueralgorithmus kann auch eine Geschwindigkeitssteuerkomponente auf Grundlage der relativen Geschwindigkeit zwischen dem Hostfahrzeug 106 und dem vorausfahrenden Fahrzeug 108d beinhalten. Entsprechend kann die Geschwindigkeitssteuerkomponente in einer Ausführungsform mathematisch ausgedrückt werden als: $$a_{v_{ref}}=K_v\left(v_{i-1}-v_i\right)$$

wobei ν_i-1 eine Geschwindigkeit des vorausfahrenden Fahrzeugs 108d ist, ν_i die Geschwindigkeit des Hostfahrzeugs 106 ist und K_ν ein dynamischer Verstärkungsfaktor der Fahrzeuggeschwindigkeit ist. In einigen Ausführungsformen wird die Beschleunigungssteuerrate auf Grundlage der Abstandssteuerkomponente und der Geschwindigkeitssteuerkomponente berechnet, was 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 to generate an acceleration control rate that can be used to drive the host vehicle 106 with respect to one or more of the remote vehicles 108, namely a preceding vehicle and a leading vehicle. For example, the host vehicle 106 with reference to 1B in terms of the leading vehicle 108a and the preceding vehicle 108d to be controlled. The control algorithm may provide a speed control component based on the relative distance between the host vehicle 106 and the vehicle in front 108d and a traffic clock reference distance. 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 a 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 is where h ein _{i is} a predetermined traffic clock reference distance and L _{PV is} the length of the preceding vehicle 108d is. These variables are shown schematically 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 include. 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 ν _{i-1 is} a speed of the preceding vehicle 108d ν _{i is} the speed of the host vehicle 106 and K _{ν is} a dynamic gain factor of the vehicle speed. In some embodiments, the acceleration control rate is calculated based on the distance control component and the velocity 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 a_i-1 eine Beschleunigungsrate des vorausfahrenden Fahrzeugs 108d detektiert von dem Radarsystem 414 ist, K_aPV ein dynamischer Verstärkungsfaktor der Beschleunigung des vorausfahrenden Fahrzeugs ist, a_L eine Beschleunigungsrate des führenden Fahrzeugs 108a empfangen von dem Hostfahrzeug 106 von dem führenden Fahrzeug 108a unter Verwendung von DSRC über das Fahrzeugkommunikationsnetzwerk 200 ist und K_dsrc ein dynamischer Verstärkungsfaktor der Beschleunigung des führenden Fahrzeugs ist. In den hierin besprochenen Beispielen handelt es sich bei der Beschleunigungsrate des vorausfahrenden Fahrzeugs 108d um erfasste Daten des entfernten Fahrzeugs 606 (z. B. unter Verwendung von Radarsensoren detektierte Radardaten), aber es versteht sich, dass in anderen Ausführungsformen die Beschleunigungsrate des vorausfahrenden Fahrzeugs 108d V2V-Daten des entfernten Fahrzeugs sein können, die von dem Hostfahrzeug 106 unter Verwendung von DSRC über das Fahrzeugkommunikationsnetzwerk 200 empfangen werden. Auf Grundlage des Vorstehenden kann eine Beschleunigungssteuerrate von dem C-ACC-Computersystem 302 unter Verwendung der Abstandskomponente, der Geschwindigkeitskomponente, der Beschleunigungskomponente des vorausfahrenden Fahrzeugs 108d und der Beschleunigungskomponente des führenden Fahrzeugs 108a erzeugt werden. Dies kann mathematisch ausgedrückt werden als: $$a_{ref}=K_p\left(x_{i-1}-x_i-h{\dot{x}}_i-L_{PV}\right)+K_v\left(v_{i-1}-v_i\right)+K_{a_{PV}}\cdot a_{i-1}+K_{dsrc}\cdot a_L$$

In one embodiment, an acceleration control reference may be based on over the vehicle communications network 200 calculated acceleration data and used as a feed forward control input for the acceleration control reference based on the distance component discussed above in equation (3) and the velocity component. 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 V2V data of the remote vehicle using the vehicle communications network 200 (eg via DSRC). In one embodiment, the acceleration data is about the preceding vehicle 108d captured data of the remote vehicle, using sensors on board the host vehicle 106 , for example the radar system 414 to be received. Accordingly, in one embodiment, the acceleration control reference may be expressed mathematically based on data communicated over the vehicle communications network as: $$a_{DSR{C}_{ref}}=K_{a_{PV}}\cdot a_{i-1}+K_{dsrc}\cdot a_L$$

where a _{i-1 is} an acceleration rate of the preceding vehicle 108d detected by the radar system 414 _{For example} , K _{aPV is} a dynamic gain of acceleration of the preceding vehicle, a _{L is} an acceleration rate of the leading vehicle 108a received from the host vehicle 106 from the leading vehicle 108a using DSRC via the vehicle communications network 200 and K _{dsrc is} a dynamic gain of the leading vehicle acceleration. In the examples discussed herein, the acceleration rate of the preceding vehicle is 108d collected data of the remote vehicle 606 (eg, radar data detected using radar sensors), but it is understood that in other embodiments, the acceleration rate of the preceding vehicle 108d V2V data of the remote vehicle may be from the host vehicle 106 using DSRC via the vehicle communications network 200 be received. Based on the above, an acceleration control rate may be determined by the C-ACC computer system 302 using 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 determine the acceleration control rate for controlling the host vehicle 106 based on the equations discussed above. Now, referring to 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 includes the tax system 700 a forward-coupled tax system 702 used as input to a C-ACC control system 704. The feed-forward control system 702 receives as inputs an acceleration rate of the leading vehicle 108a using DSRC via the vehicle communications network 200 is received, and an acceleration rate of the preceding vehicle 108d using the radar system 414 Will be received. The inputs are modified by a dynamic gain, namely the dynamic amplification factor of the leading vehicle acceleration, to produce an acceleration _reference signal a _{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 above with equations (1) - ( 3 ) and may provide an acceleration control rate using that of the feed-forward control system 702 calculate received input.

II. METHOD FOR C-ACC CONTROL

Now, referring to 8th a procedure 800 for controlling a host vehicle with a vehicle control system using vehicle communication according to an embodiment. 8th is also referring to 1A . 1B and 2 - 7 described. In one embodiment, the method is used 800 controlling the host vehicle 106 comprising a vehicle control system (eg, the C-ACC computer system 302) that monitors the movement of the host vehicle 106 relative to the preceding vehicle 108d. As in 1A and 1B shown is the vehicle ahead 108d immediately in front of the host vehicle 106 positioned. At block 802 includes the procedure 800 receiving data of the remote vehicle via one or more remote vehicles. In particular, in one embodiment, block 802 receiving V2V data from the remote vehicle 604 by one or more distant vehicles 108 via a 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 to the host vehicle 106 be transmitted. In some embodiments, the V2V data of the remote vehicle 604 from one or more distant vehicles 108 within a predetermined distance (eg 300 m) to the host vehicle 106 receive. As above with 1A . 1B and 2 discussed, is the host vehicle 106 equipped with the V2V transceiver 110, with other remote vehicles 108 can communicate that for V2V communication on the roadway 102 are operable. For example, the V2V transceiver 110 may communicate with the remote vehicle 108a 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.

To facilitate communication, a communication link between the host vehicle 106 and the one or more remote vehicles 108 responsible for V2V communication on the road 102 are operable, manufactured. The communication link can be established between V2V transceivers. The V2V transceiver 110 may, for example, continuously search for signals from other V2V transceivers, such as by emitting a periodic signal looking for a response. In other embodiments, the V2V transceiver 110 may transmit periodic signals looking for a response from a V2V transceiver that is within range. If a V2V transceiver answers, then a communication connection can be made. An exemplary communication connection 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 data of the remote vehicle 604 from one or more of the distant vehicles 108 , which are equipped for V2V communication, received. Thus, the V2V data of the remote vehicle 604 , as above with 6 discussed, parameters of the remote vehicle 108 include the V2V data of the remote vehicle 604 has transferred. In some embodiments, the V2V data is the remote vehicle 604 contained in a message packet from one or more of the removed vehicles 108 is transmitted. The message packet may, for example, be in a Basic Safety Message (BSM) format as defined for DSRC standards. Vehicles can periodically transmit BSMs to communicate their position, speed and other attributes to other vehicles. The from the host vehicle 106 received information and data may be in the data logging system 402 and / or the data 310 stored and processed by the C-ACC computer system 302.

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

In another embodiment, receiving data of the remote vehicle at block includes 802 receiving data of the remote vehicle about distant vehicles and / or obstacles within a vicinity of the host vehicle. For example, the data of the remote vehicle may be an acceleration rate of a preceding vehicle 108d include. 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 , For example, radar sensors are detected. Thus, those of the host vehicle 106 collected data of the remote vehicle detected data of the remote vehicle 606 be. For example, the host vehicle detects 106 in relation to the host vehicle 106 and 6 collected data of the remote vehicle 606 of the preceding vehicle 108d using the radar system 414 , Although the systems and methods discussed herein utilize radar acquired acceleration data, it will be appreciated that in other embodiments, the acceleration data may be transmitted via the vehicle communications network 200 can be obtained when the preceding vehicle 108d operational for V2V communication with the host vehicle 106 equipped.

Referring again to 8th includes at block 804 the procedure 800 accessing host vehicle data from the host vehicle. As in above 6 can be discussed on the host vehicle data 602 from the vehicle sensor system 322 over the bus 330 be accessed. 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 ; it is understood, however, that the host vehicle data 602 other types of data about the host vehicle 106 may include.

At block 806 includes 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 according to the above with reference to equations (1) - ( 5 ) calculated C-ACC control model. block 806 will now be referring to 9 described in more detail. 9 illustrates a method 900 for calculating an acceleration control rate according to an embodiment. At block 902 includes the procedure 900 determining a relative traffic pitch between the host vehicle and the preceding vehicle with respect to a traffic clock reference distance. For example, as discussed above with equation (1), the processor may 304 a speed control component based on a relative distance between the host vehicle 106 and the vehicle in front 108d and calculate a traffic clock reference distance. The traffic clock reference distance is a desired separation (eg, distance) between the host vehicle 106 and the vehicle in front 108d , The traffic clock reference distance can be predetermined and stored, for example in memory 306 ,

At block 904 includes 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 in equation (2) above, the processor may be 304 a speed control component based on a speed of the host vehicle 106 and a speed of the preceding vehicle 108d to calculate. At block 906 includes the procedure 900 determining an acceleration rate of the preceding vehicle. For example, the host vehicle 106 , as above at block 802 out 8th discussed, the acceleration rate of the vehicle ahead 108d using the radar system 414 determine.

At block 908 includes the procedure 900 calculating an acceleration control rate for the host vehicle to maintain the traffic clock 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 traffic pitch, the relative speed, the acceleration rate of the preceding vehicle, and the acceleration rate of the leading vehicle. Thus, in one embodiment, the processor calculates 304 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 dynamic gain of the leading vehicle acceleration. Accordingly, at block 910 the procedure 900 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 embodiments, the variable gain is based on a distance traffic clock between the host vehicle and the leading vehicle and a time traffic clock between the host vehicle and the leading vehicle. The distance traffic clock is, in some embodiments, the relative traffic pitch.

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 reference to 1B According to one embodiment, a variable gain would be where the remote vehicle 108a the leading vehicle is less than a variable gain at the remote vehicle 108c is the leading vehicle based on the distance to the host vehicle 106 , In other embodiments, the variable gain may be a function of a distance traffic clock between the host vehicle and the leading vehicle and / or a time traffic clock between the host vehicle and the leading vehicle. The variable gain may increase as the intermittent traffic clock and / or the time traffic clock increases. The at block 910 certain variable gain may be used to block the rate of acceleration of the host vehicle by the variable gain 912 to modify. Furthermore, similar to block 806 out 8th , the acceleration control rate at block 908 be calculated.

Referring again to 8th includes the procedure 800 at block 808 controlling a vehicle control system of the host vehicle. In one embodiment, block 808 controlling the vehicle control system of the host vehicle according to the acceleration control rate. The acceleration control rate may be sent to the ECU by the C-ACC control system 300, for example 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 the host vehicle 106 based on the acceleration control rate by controlling the brake actuator 608 and / or the throttle actuator 610 to slow down or accelerate automatically. Alternatively or simultaneously, accelerating and / or braking the host vehicle 106 controlling the vehicle control system of the host vehicle at block 808 controlling the vehicle interface system 328 include. For example, C-ACC control system 300 may generate information, suggestions, alerts, and / or alerts, and to a driver on the display device 510 provide. In other embodiments, the tactile feedback may be provided according to the acceleration control rate. For example, the AFP of the accelerator 514 Provide feedback with active power when the driver hits the accelerator pedal 514 to cause acceleration and / or deceleration based on the acceleration control rate.

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

At block 1004 includes the procedure 1000 selecting the leading vehicle from the plurality of removed vehicles by selecting the leading vehicle based on that at block 1002 received data of the remote vehicle. In one embodiment, selecting the leading vehicle from the plurality of remote vehicles includes selecting the remote vehicle that has the greatest impact on the operation of the host vehicle and / or the host vehicle's travel path. The processor 304 may be based on that of the plurality of distant vehicles 108 transmitted V2V data of the remote vehicle 604 and the host vehicle data 602 about the host vehicle 106 determine which remote vehicle from the plurality of remote vehicles has the greatest impact on the host vehicle. For example, determining which remote vehicle may be 108 the biggest impact on the host vehicle 106 has, among other things, based on speed, distance, brakes.

In one embodiment, selecting the leading vehicle from the plurality of remote vehicles includes selecting the leading vehicle from the plurality of remote vehicles that is within a predetermined traffic tact 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 traffic clock time threshold, for example, in the memory 306 is stored. In one embodiment, the predetermined traffic clock time threshold is five ( 5 ) Seconds from the host vehicle 106 , 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 ), which is within a traffic clock time threshold of five seconds from the host vehicle 106 located. As an illustrative example, the remote vehicle 108c a traffic clock time of three seconds from the host vehicle 106 on, indicates the remote vehicle 108b a traffic clock time of five seconds from the host vehicle 106 on and indicates the remote vehicle 108a a traffic clock time of seven seconds from the host vehicle 106 on. According to this example, the leading vehicle would be considered either the remote vehicle 108c or the remote vehicle 108b both within a five second traffic clock time from the host vehicle 106 are.

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 data of the remote vehicle 604 including speed data, brake data, acceleration data and deceleration data. Thus, in one embodiment, the leading vehicle is referred to as the remote vehicle 108 selected, which is the largest deceleration rate from the variety of distant vehicles 108 having.

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 V2V data of the remote vehicle 604 transmit, including speed data. Thus, in one embodiment, the leading vehicle is selected as the remote vehicle that has the lowest speed of the plurality of remote vehicles. As an illustrative example with respect to 1B indicates the remote vehicle 108c a speed of 35 mph points to the distant vehicle 108b a speed of 25 mph and indicates the remote vehicle 108a a speed of 15 mph. In this example, the remote vehicle would 108a based on having the lowest speed 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 and a speed of the plurality of remote vehicles. In further embodiments, the leading vehicle is the remote vehicle that has the lowest speed of the plurality of remote vehicles and that is within a predetermined traffic tact time threshold from the host vehicle. In this embodiment, and with reference to the examples discussed above, the remote vehicle would 108b selected as the leading vehicle, as the remote vehicle 108b within a predetermined traffic clock time threshold of five seconds from the host vehicle 106 is and of the distant vehicles 108 that are within the predetermined traffic cycle time threshold, which has the lowest speed.

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

The V2V data of the remote vehicle received from the leading vehicle 604 are critical to providing an accurate response from the host vehicle 106 , In some embodiments, the V2V data of the remote vehicle could 604 due to problems with the vehicle communication 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, selecting a leading vehicle at block 1004 and / or receiving V2V data of the remote vehicle 604 from the leading vehicle at block 1006 Methods for monitoring the connectivity and quality of wireless communication include. Now, referring to 11 a procedure 1100 for monitoring the communication between the host vehicle and the leading vehicle in detail.

At block 1102 includes the procedure 1100 monitoring a communication link between the host vehicle and the leading vehicle. As above with block 802 out 8th In order to facilitate communication, a communication link between the host vehicle is discussed 106 and the one or more remote vehicles 108 responsible for V2V communication on the road 102 are operable, manufactured. For example, in 2 the communication connection 203 between the host vehicle 106 and the distant vehicle 108a shown. The communication connection 203 is monitored for packet loss and communication link strength. At block 1104 includes the procedure 1100 determining if a message packet has been lost. DSRC message packets are periodically received from the leading vehicle 108a to the host vehicle 106 Posted. In one embodiment, message packets are sent 10 times per second. While the host vehicle 106 the message packets from the leading vehicle 108a receives, the host vehicle can 106 the message packets via the data logging system 402 and / or the data 310 and count and store processed by the C-ACC computer system 302. By tracking the received message packets, the host vehicle can 106 at block 1104 identify if a package has been lost. In some embodiments, the host vehicle may 106 determine a packet loss error rate and compare the packet loss error rate to a predetermined threshold. In other embodiments, at block 1104 determines if the signal strength of the communication link 203 between the host vehicle 106 and the leading vehicle 108a below a predetermined threshold.

If the determination at block 1104 YES, the procedure goes 1100 to block 1106 above. At block 1106 the data of the remote vehicle will be from the previous vehicle 108a transmitted message packet, for example, to calculate an acceleration control rate at block 806 from 8th used. One from the store 306 stored counter i, which indicates the number of packet losses, becomes block 1106 also incremented.

At block 1108 the counter i is compared with a predetermined threshold value N. If the number of lost packets i exceeds the predetermined threshold N, the procedure goes 1100 to block 1110 above. At block 1110 includes the procedure 1100 selecting a new leading vehicle. For example, in one embodiment, selecting a new leading vehicle from the plurality of remote vehicles includes selecting the new leading vehicle from among the plurality of remote vehicles that is in close proximity to the current leading vehicle. With reference to 1B as an illustrative example, the remote vehicle is 108a the current leading vehicle. Selecting the new leading vehicle may be based on proximity to the current leading vehicle, namely the remote vehicle 108a , based. Thus, in 1B the processor 304 the remote vehicle 108b as the new leading vehicle select, because the remote vehicle 108b the remote vehicle in close proximity to the remote vehicle 108a is. It will be appreciated that in some embodiments, the selection of the new leading vehicle may be based on other factors (eg, deceleration rate, velocity), as discussed above with block 1004 out 10 described.

At block 1112 includes 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 similar in terms of packet loss and signal strength, block 1102 , supervised. Accordingly, at block 1114 determines if a message packet has been lost. In other embodiments, at 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 determination at block 1114 YES, the procedure goes 1100 to block 1116 above. At block 1116 Processor 304 discards the V2V data of the remote vehicle received from the leading vehicle (eg, the new leading vehicle) 604 for the purpose of controlling a vehicle control system. For example, the processor 304 the acceleration control rate based only on the host vehicle data 602 and the collected data of the remote vehicle 606 received by sensors on board (eg using the radar system 414 ), to calculate. Further, in some embodiments, at block 1116 the communication link between the host vehicle 106 and the new leading vehicle 108b to be ended. Controlling the quality of the data as with 11 discussed alleviates the effects of distorted or unavailable V2V data of the remote vehicle 604 to the vehicle control methods described herein.

III. PROCEDURE FOR THE DANGER DETECTION

As mentioned above, the systems and methods described herein are generally directed to controlling a vehicle using a vehicle communications network that may include multiple vehicles and infrastructures. In some embodiments, systems and methods discussed herein detect hazards that may present a threat to the operation and / or travel 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 in 2 - 7 can be used to simplify hazard detection and vehicle control using V2V communication by providing real-time spur level hazard predictions.

12 illustrates an example traffic scenario 1200 , which is used to describe some of the systems and methods of hazard detection discussed herein. The traffic scenario 1200 is a simplified version of the traffic scenario 100 out 1 , In 12 indicates the roadway 1202 a first track 1204a , a second track 1204b and a third track 1204c on. It is understood that the roadway 1202 may have various arrangements, in 12 not shown, and may have any number of tracks. The roadway 1202 includes a host vehicle 1206 and distant vehicles. For the sake of simplicity, the removed vehicles will generally be referred to herein as distant vehicles 1208 designated. Further, for simplicity, the host vehicle includes 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 the same or similar components and features as the host vehicle 106 and the distant vehicles 108 that with above 1A . 1B . 2 - 7 have been discussed. For example, the host vehicle 1206 using DSRC and the vehicle communications network 200 out 2 Communication that includes, transmits, receives and / or exchanges data, messages, images and / or other information with other vehicles, users or infrastructures.

By using vehicle information from the remote vehicles 1208 that the host vehicle 1206 surrounded, via DSRC, receives the host vehicle 1206 situational awareness of impending hazards and / or may provide better control of vehicle systems in anticipation of impending hazards or track level problems. For example, acceleration and deceleration parameters (eg, C-ACC computer system 302) may be controlled to make the braking smoother and to avoid hard brake phantom traffic congestion based on imminent danger or track level problems. Accordingly, the dynamics (eg movement) of the host vehicle 1206 and / or an interface of the host vehicle 1206 (eg the vehicle interface system 328 ) are partially controlled based on data from DSRC communication with the remote vehicles 1208. Thus, from the distant vehicles 1208 before and / or behind the host vehicle 1206 propagated information valuable information for the host vehicle 1206 ready to increase safety and provide a smoother ride experience. Now, detailed systems, methods, and illustrative examples of hazard detection and vehicle control will be discussed in greater detail.

13 illustrates a method 1300 for controlling a vehicle control system of a host vehicle using danger detection. At block 1302 includes the procedure 1300 receiving data from a remote vehicle. For example, the host vehicle 1206 as above with block 802 out 8th discussed, equipped with a V2V transceiver that can communicate with other vehicles, the V2V communication on the road 1202 are operable. Thus, the host vehicle 1206 V2V data of the remote vehicle 604 from distant vehicles 1208 received, which are equipped for the DSRC communication. At block 1304 includes the procedure 1300 accessing host vehicle data. For example, as above with block 804 out 8th and with 6 discussed on the host vehicle data 602 from the vehicle sensor system 322 over the bus 330 be accessed. At block 1306 The method 1300 includes detecting a hazard based on the data of the remote vehicle and the host vehicle data. In some embodiments, detecting the danger includes identifying a longitudinal position (eg, in front of or behind it) relative to the host vehicle 1206 for every remote vehicle 1208 , a trail on which the distant vehicle 1208 in relation to the host vehicle 1206 and for distant vehicles 1208 who are not on the same lane as the host vehicle 1206 a lateral direction (eg, left, right) with respect to the host vehicle 1206 , Accordingly, in one embodiment, detecting a hazard at block 1306 at block 1308 classifying one or more of the removed vehicles 1208 by lane and / or position relative to the host vehicle 1206 include. block 1308 is discussed in more detail herein with reference to 14A and 14B discussed.

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

As mentioned above, in some embodiments discussed herein, hazard detection involves identifying a longitudinal position (eg, in front of or behind) with respect to the host vehicle for each remote vehicle, a lane on which the remote vehicle is moving with respect to the host vehicle and for remote vehicles that are not on the same lane as the host vehicle, a lateral direction (eg, left, right) with respect to the host vehicle. In general, at block 1302 from 12 received V2V data of the remote vehicle 604 parsed 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 with reference to 14A discussed in more detail.

14A illustrates a method 1400 for classifying remote vehicles according to an embodiment. In particular, the method provides 1400 a track level classification of remote vehicles with respect to the host vehicle ready. For every remote vehicle 1208 in the same direction as the host vehicle 1206 at block 1402 drives, goes the procedure 1400 to block 1404 where it is determined if the remote vehicle is in front of the host vehicle 1206 is positioned. In particular, determined at block 1404 the processor 304 a longitudinal position (eg, in front of or behind) with respect to the host vehicle 1206 , In one embodiment, the processor 304 those from the distant vehicles 1208 received position data to determine a longitudinal position. For example, if an azimuth degree 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 the distant vehicles 1208a-c , 1208e-f and 1208h-j in front of the host vehicle 1206 while the removed vehicles 1208d, 1208g and 1208k are behind the host vehicle 1206 are. If the remote vehicle 1208 in front of the host vehicle 1206 is the method 1400 goes to block 1406 above. At block 1406 includes the procedure 1400 calculating and / or predicting a predicted lateral offset between the remote vehicle 1208 and the host vehicle 1206 , In some embodiments includes block 1406 also calculating and / or predicting a predicted longitudinal offset between the remote vehicle 1208 and the host vehicle 1206 ,

Now block is 1406 in more detail with 14B described a schematic diagram 1412 a distant vehicle 1414 in front of a host vehicle 1416 and in the same direction on a winding road 1420 is driving. The remote vehicle 1414 and the host vehicle 1416 within a x-axis and y-axis coordinate frame with a reference point ( 0 , VCenterY). In one embodiment, the Predicted LatOffset and the Predicted LongOffset are calculated using a current position of the host vehicle 1416 (HVvehiclePos (0)) and a distance of the remote vehicle 1418 the remote vehicle 1414 predicted. The distance of the distant vehicle 1418 consists of route points that are in 14B as circles along the distance of the distant vehicle 1418 to be shown. The past history points may be data of the remote vehicle, either received by V2V communication or by the host vehicle 1416 detected and stored by the host vehicle 1416.

The distance of the distant vehicle 1418 is defined by a line segment connecting a current position of the remote vehicle RVPos (0) to consecutive route points of the remote vehicle RVPos (-1) with remote RVPos (-N), where N is the total number of route history points. In one embodiment, to calculate the longitudinal offset (Predicted LongOffset), a series of longitudinal offset points are determined based on individual line segment distances that represent the current position of the host vehicle 1416 vehiclePos (0) with the next route points along the route of the remote vehicle 1418 connect along the y-axis. If the road is winding, as in 14B The Longitudinal Offset (Predicted LongOffset) can be shown on a predicted track 1420 (eg arc, radius of the predicted route 1420 ) and a direction of the host vehicle 1416 based.

To determine a predicted lateral offset (Predicted LatOffset), in one embodiment, a series of lateral offset points along the path of the remote vehicle 1418 based on a perpendicular distance between the current position of the host vehicle 1416 and a next point on the distance of the remote vehicle 1418 from the current position of the host vehicle 1416 calculated along the x-axis. For a winding road like in 14B a predicted lateral offset (Predicted LatOffset) 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 lateral offset points may be on the arc length of the distance of the remote vehicle 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 averaging each lateral offset point. In another embodiment, calculating the predicted lateral offset takes into account weighted factors. In particular, in one embodiment, calculating the predicted lateral offset includes calculating the predicted lateral offset based on one or more perpendicular distances between the current location of the host vehicle and one or more far point points of the remote vehicle and a distance between consecutive distance points of the remote vehicle and a distance trace point current position of the remote vehicle. Now, referring to 14C a detailed procedure 1422 for predicting the lateral offset according to an embodiment. At block 1424 For example, configuration parameters will be one in the data 310 stored look-up table read. At block 1426 it is determined whether weighting is enabled based on the configuration parameters of Block 1424 , If weighting is not enabled, the procedure goes to block 1428 and the predicted lateral offset is calculated using averaging as discussed above without weighting. For example, the predicted lateral offset may be determined by calculating an average of multiple lateral offset points.

If at block 1426 The weighting is allowed at block 1430 determines whether inverse distance weighting (IDW) is enabled based on the configuration parameters of Block 1424 , IDW provides greater significance for route points that are closer in two-dimensional Euclidean distance to the current position of the remote vehicle. In one embodiment, the weight value may decrease as the distance of the route point points from the current position of the remote vehicle increases. If IDW is not enabled, Block 1432 the predicted lateral offset is calculated using an average with a standard weighting factor. For example, the standard weight factor can be expressed mathematically as: $$w_i=\frac{1}{i}$$

wobei x_c eine aktuelle x-Achsenposition des entfernten Fahrzeugs ist, y_c eine aktuelle y-Achsenposition der entfernten Fahrzeuge ist, x₁ die aktuellste Streckenverlaufs-x-Achsenposition des entfernten Fahrzeugs (RVPosX(-1)) ist, y₁ die aktuellste Streckenverlaufs-y-Achsenposition des entfernten Fahrzeugs (RVPosY(-1)) ist, x_n die n-te Streckenverlaufs-x-Achsenposition des entfernten Fahrzeugs ist und y_n die n-te Streckenverlaufs-y-Achsenposition des entfernten Fahrzeugs ist. Der zweidimensionale Euklidische Abstand berücksichtigt den Abstand zwischen konsekutiven Streckenverlaufspunkten des entfernten Fahrzeugs 1414 und der aktuellen Position des entfernten Fahrzeugs 1414. Nun wird unter erneuter Bezugnahme auf 14C bei Block 1436 ein Gewichtsfaktor für die IDW-Funktion auf Grundlage des Abstands zwischen konsekutiven Streckenverlaufspunkten wie bei Block 1434 bestimmt berechnet. In einer Ausführungsform kann der Gewichtsfaktor ausgedrückt werden als: $$w_i=\frac{1}{d_i^p}$$

wobei p ein Leistungsfaktor ist, der verwendet wird, um das Gewichtungsgedächtnis zu steuern. Somit hängt der Gewichtungsfaktor in Gleichung (8) von dem Abstand zwischen konsekutiven Streckenverlaufspunkten des entfernten Fahrzeugs 1414 und der aktuellen Position des entfernten Fahrzeugs 1414 ab. Zum Beispiel kann sich in einer Ausführungsform der Gewichtswert reduzieren, wenn sich der Abstand der Streckenverlaufspunkte von der aktuellen Position des entfernten Fahrzeugs erhöht. Entsprechend wird bei Block 1438 der Gewichtsfaktor angewandt, um den vorhergesagten lateralen Versatz zu berechnen. Dies kann mathematisch ausgedrückt werden als: $$\text{LatOffsetPredicted}\mathrm{=}\frac{{\text{LatOffset}}_1+{\displaystyle {\sum }_{k=3}^{M+2}{\text{w}}_{\text{k}-2}}.{\text{LatOffset}}_{\text{k}}}{1+{\displaystyle {\sum }_{i=1}^M{w}_i}}$$

If IDW is enabled, the procedure goes 1422 to block 1434 where the two-dimensional Euclidean distance between consecutive route points (eg, consecutive route points on the distance of the distant vehicle 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 vehicles, x _{1 is} the most recent track x-axis position of the remote vehicle (RVPosX (-1)), y _{1 is} the most recent is course of the road-y-axis position of the remote vehicle (RVPosY (-1)), x _{n is} the nth distance curve-x-axis position of the remote vehicle, and y _{n is} the n-th track curve-y-axis position of the remote vehicle. The two-dimensional Euclidean distance takes into account the distance between consecutive route points of the remote vehicle 1414 and the current position of the remote vehicle 1414 , Now, referring again to 14C at block 1436 a weighting factor for the IDW function based on the distance between consecutive route points as in Block 1434 determined calculated. In one embodiment, the weighting factor may be expressed as: $$w_i=\frac{1}{d_i^p}$$

where p is a power factor used to control the weighting memory. Thus, the weighting factor in equation (8) depends on the distance between consecutive route points of the remote vehicle 1414 and the current position of the remote vehicle 1414 from. For example, in one embodiment, the weight value may decrease as the distance of the route point points from the current position of the remote vehicle increases. Accordingly, at block 1438 the weighting factor is used to calculate the predicted lateral offset. This can be expressed mathematically as: $$\text{LatOffsetPredicted}\mathrm{=}\frac{{\text{<figure-callout id="1" label="LatOffset" filenames="DE102017221616A1\_0024.png,DE102017221616A1\_0030.png" state="{{state}}">LatOffset</figure-callout>}}_1+{\displaystyle {\Sigma }_{k=3}^{M+2}{\text{w}}_{\text{k}-2}},{\text{<figure-callout id="1" label="LatOffset k" filenames="DE102017221616A1\_0024.png,DE102017221616A1\_0030.png" state="{{state}}">LatOffset </figure-callout>}}_{\text{k}}}{1+{\displaystyle {\Sigma }_{i=1}^M{w}_i}}$$

At 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 out 14A back. Referring again to 14A includes at block 1408 the procedure 1400 determining and / or assigning a lane for the remote vehicle based on the predicted lateral offset. The lane is determined and / or assigned relative to the host vehicle and may include a directional component with respect to the host vehicle and / or host vehicle lane. In one embodiment, the track of the remote vehicle may be determined based on the predicted lateral offset with respect to the track widths. Data about the lane widths of the roadway 1202 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, left, right) and a distance corresponding to the direction of the lane in FIG Reference to the host vehicle and / or the host vehicle lane (e.g., left outside, right outside). The remote vehicle's lane assignments and / or lane classifications may include the same lane as the host vehicle, in a right neighboring lane with respect to the host vehicle, in a far right lane with respect to the host vehicle in the lefthand adjacent lane with respect to the host vehicle and in a left outer lane with respect to the host vehicle. For example, in 12 the remote vehicle 1208E on the same track (ie on the second track 1204b) as the host vehicle 1206 , is the remote vehicle 1208C on the left adjacent lane (ie the first lane 1204a ) and the remote vehicle 1208j on the right adjacent lane (ie, the third lane 1204c ). It is understood that other types (eg, individual values, numerical values, continuous values) of track classification may be implemented.

At block 1410 includes the procedure 1400 classifying the remote vehicle at a track level with respect to the host vehicle. This can be done on the block 1408 based on the particular lane of the vehicle being removed. The classification may include a lane identifier (eg, adjacent lane, same lane), a direction of the lane relative to the host vehicle and / or host vehicle lane (eg, left, right), and a longitudinal position relative to the host vehicle (e.g. before, behind). For example, a distant vehicle on the same lane as the host vehicle is classified as in the same lane and ahead of the host vehicle. A distant vehicle in the left adjacent lane is classified in the lefthand adjacent lane and in front of the host vehicle. A distant vehicle in the right adjacent lane is classified in the right adjacent lane and in front of the host vehicle. As an illustrative example with respect to 12 can the remote vehicle 1208C as in the left adjacent lane 1204a and in front of the host vehicle 1206 be classified. It is understood that other types (eg, individual values, numerical values, continuous values) of remote vehicle classifications may be implemented. As discussed herein, these classifications are used to facilitate the determination of trace level hazards.

Now, referring to 15 an exemplary method 1500 for hazard detection using vehicle communication according to another embodiment. In one embodiment, the method 1500 be used for the track speed risk detection. Monitoring traffic flow helps prevent unnecessary traffic delays and stress for drivers, especially in traffic congestion scenarios. Using DSRC communication as used herein, trackside velocity monitoring with V2V data for the remote vehicle may help provide track-level traffic flow information to a driver of a host vehicle and / or be used to control the host vehicle such that problems with the track-level traffic flow are expected be avoided. 15 is referring to 2 - 7 . 12 and 13 described. At block 1502 includes the procedure 1500 receiving data of the remote vehicle as above with block 1302 out 13 described. Further, at block 1504, the method includes 1500 access to host vehicle data as above with block 1304 out 13 discussed. At block 1506 includes the procedure 1500 classifying the lane and position of each remote vehicle with respect to the host vehicle as above with Block 1308 out 13 discussed. At block 1508, the method includes 1500 calculating track level traffic flow data.

In an embodiment, calculating track level traffic flow data at block 1508 determining a traffic flow velocity for each lane by averaging the speed of each remote vehicle in each lane in front of the host vehicle. As an illustrative example, with reference to FIG 12 a traffic flow speed for the first lane 1204a be determined by the speed data (eg at block 1502 received) for remote vehicles 1208a, 1208b and 1208c on the first lane 1204a and in front of the host vehicle 1206. The traffic flow speed for the tracks 1204b and 1204c can be determined similarly.

In another embodiment, calculating the track level traffic flow data at block 1508 identifying a remote vehicle on each lane that has the lowest (eg, minimum) speed among all the remote lanes on the respective lane. For example, the processor 304 the speed of each remote vehicle in front of the host vehicle 1206 based on the at block 1502 determine received data of the remote vehicle. For each track, the processor determines 304 which remote vehicle has the lowest speed. As an illustrative example, on the first track 1204a the remote vehicle 1208a have a speed of 45mph, the remote vehicle can 1208b have a speed of 30 mph and can be the distant vehicle 1208C have a speed of 35mph. In this example, the processor identifies 304 the remote vehicle 1208b as the lowest speed on the first track 1204a having. Remote vehicles with minimum speed for the tracks 1204b and 1204c can be determined similarly.

In some embodiments, the method 1500 optionally, at block 1510, determining whether a traffic flow hazard is detected based on the traffic flow data. A traffic flow hazard can affect the operation and / or the path of the host vehicle 1206 impact. For example, in one embodiment, if a remote vehicle is identified on the same lane as having the host vehicle as having a minimum speed that is less than a predetermined threshold, the processor may 304 determine that a danger exists. In some embodiments, if the determination at block 1510 NO is, to block 1508 to return. Otherwise, the procedure can 1500 optional at block 1512 calculating an acceleration control rate of the host vehicle include. The acceleration control rate may be based on the traffic flow information. For example, the acceleration control rate may be determined on the basis of the above with equations (1) - ( 5 ) are determined. In one embodiment, the leading vehicle may be as in block 1004 out 10 described on the basis of the remote vehicle on the same lane as the host vehicle identified as having the lowest speed and / or the highest deceleration rate.

At block 1514 includes the procedure 1500 controlling a vehicle control system based on traffic flow data and / or traffic flow hazard. For example, the processor 304 visual feedback on the display 510 which illustrates the traffic flow on each lane and / or identifies 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 least speed, may be highlighted to warn the driver of the potential traffic flow hazard. It is understood that other types of feedback based on traffic flow data through the vehicle interface system 328 can be provided. In other embodiments, as above with block 808 out 8th can describe one or more vehicle systems 404 controlled on the basis of the acceleration control rate and / or the danger. The acceleration control rate may be sent to the ECU by the C-ACC control system 300, for example 320 to control one or more vehicle systems according to the acceleration control rate.

Another method for hazard detection using vehicle communication will now be described with reference to FIG 16 described. In particular shows 16 a procedure 1600 for hazard detection based on the identification of lane changes from remote vehicles according to an embodiment. 16 is referring to 2 - 7 and 13 described. At block 1602 includes the procedure 1600 receiving data of the remote vehicle as above with block 1302 out 13 described. Further includes at block 1604 the procedure 1600 access to host vehicle data as above with block 1304 out 13 discussed. At block 1606 includes the procedure 1500 classifying the lane and position of each remote vehicle with respect to the host vehicle as above with block 1308 13 and with 14A . 14B and 14C discussed. In some embodiments, at block 1606 , remote vehicles are identified that drive in front of the host vehicle and on the same lane as the host vehicle (eg, as classified in 14A ). An illustrative example will be made with reference to FIG 17 described a traffic scenario 1700 shows which the traffic scenario 1200 out 12 is similar. For the sake of simplicity, like reference numerals represent like elements 17 drive distant vehicles 1208C . 1208D and 1208E in front of the host vehicle 1206 on the same track as the host vehicle 1206 ,

Referring again to 16 includes at block 1608 the procedure 1600 identifying lane changes of the remote vehicles in front of the host vehicle. In one embodiment, the processor analyzes 304 the trajectory (eg current position and 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 1208 have changed lanes within a predetermined time window. The processor 304 can predict sustained lane changes by giving a turn signal status to each remote vehicle 1208 , the relative lateral distance between the distant vehicle 1208 and the host vehicle 1206 , which analyzes lateral acceleration, yaw rate and direction. In another embodiment, for each remote vehicle 1208 in front of the host vehicle on 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.

At block 1610 It is determined whether the number of active turn signals and / or the number of identified lane turns exceeds a predetermined threshold. If the determination at block 1610 NO, no danger is detected and the procedure 1600 can to block 1602 to return. Otherwise, at block 1612 determines if the speed of the removed vehicles 108 is less than a predetermined speed threshold. This speed reduction may indicate that one or more of the removed vehicles 1208 slow down in a similar way before they change lanes. If the determination at block 1612 NO, no danger is detected and the procedure 1600 can to block 1602 to return. Otherwise, at block 1614 the procedure 1600 optionally including calculating an acceleration control rate. In one embodiment, the processor calculates 304 the acceleration control rate for the host vehicle 1206 according to the above with respect to equations (1) - ( 5 ) discussed tax model. Furthermore, at block 1616 the procedure 1600 controlling a vehicle control system of the host vehicle based on the lane change and / or the acceleration control rate include. For example, the processor 304 visual feedback on the display 510 generate that illustrates the danger and / or provides a notification of the danger. For example, the processor 304 create a graphic that illustrates a potential hazard on the same track as the host vehicle. The lane and / or danger can be highlighted to warn the driver of the potential traffic flow hazard. It is understood that other types of feedback based on traffic flow data through the vehicle interface system 328 can be provided. In other embodiments, as above with block 808 out 8th can describe one or more vehicle systems 404 controlled on the basis of the acceleration control rate and / or the danger. The acceleration control rate may be sent to the ECU by the C-ACC control system 300, for example 320 to control one or more vehicle systems according to the acceleration control rate.

IV. PROCESS FOR THE IMPORTER ASSISTANCE

As mentioned above, the systems and methods described herein are generally directed to controlling a vehicle using a vehicle communications network that may include multiple vehicles and infrastructures. In some embodiments, cooperative threading assistance may be provided using a vehicle communication network between vehicles equipped for V2V communication (eg, DSRC). For example, DSRC communication may be used to help a host vehicle thread into a lane. 18 illustrates an example traffic scenario 1800 , which is used to describe systems and procedures for cooperative threading assistance. In 18 includes the traffic scenario 1800 one or more vehicles on a roadway 1802 that a first track 1804a and a second track 1804b having. It is understood that the roadway 1802 may have various arrangements, in 18 not shown, and may have any number of tracks.

The traffic scenario 1800 includes a host vehicle 1806 with an intention to track down 1804a to thread on the track 1804b moves. In some embodiments, the track becomes 1804a referred to as a threading track. Remote vehicles drive on lane 1804a , The removed vehicles are generally designated by the reference numeral 1808 designated. However, the distant vehicles can 1808 especially as a remote vehicle 1808a , a distant vehicle 1808b and a distant vehicle 1808C be designated. In some embodiments, the removed vehicles may 1808 as a variety of distant vehicles 1808 be designated. Similar to the in 1A . 1B and 2 - 7 discussed host vehicle 106 can the host vehicle 1806 using DSRC communication containing, transmitting, receiving and / or exchanging data, messages, images and / or other information with other vehicles, users or infrastructures. For simplicity, 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 the same or similar components and functions as above with the host vehicle 106 and the distant vehicles 108 may include discussed. In this entire description of cooperative threading assistance is based on the components 2 - 7 Referenced.

The host vehicle 1806 can use a variety of mid-range radars or other sensing devices that are part of the radar system 414 can be included. In 18 The multitude of mid-range radars can provide a front-left mid-range radar 1810 located in a front left corner area of the host vehicle 1806 located, a front right-hand radar with medium range 1812 located in a front right corner area of the host vehicle 1806 located, a rear left radar with medium range 1814 located in a rear left corner area of the host vehicle 1806 and a rear right mid-range radar 1816 located in a rear right corner area of the host vehicle 1806 is included. However, in other embodiments, the plurality of medium-range radars may be in any suitable position on the host vehicle 1806 be positioned.

Now, referring to 19 a process flow diagram of a method 1900 for providing cooperative threading assistance using a vehicle communications network according to one embodiment. At block 1902 includes the procedure 1900 activating a threading assist system (eg, the vehicle computer system 302). For example, user inputs (eg, from a driver) may be provided by the input portion of the vehicle interface system 328 received to activate a threading assist mode. At block 1904 includes the procedure 1900 receiving data of the remote vehicle via one or more remote vehicles as above with block 802 out 8th discussed. The data of the remote vehicle can be V2V data of the remote Vehicle 604 from the remote vehicles 1808 and / or captured data of the remote vehicle 606 over the distant vehicles 1808 include. In one embodiment, the processor 304 from the one or more distant vehicles 1808 traveling on a threading lane (eg lane 1804a) via the vehicle communications network 200 transmitted speed data received. For example, the processor 304 from the one or more distant vehicles 1808 via the vehicle communication network 200 transmitted speed data received.

In addition, in some embodiments, position data of the one or more remote vehicles 1808 from a sensor system of the host vehicle 1806 That is an area around the host vehicle 1806 monitored, received. For example, the processor 304 Position data about one or more of the removed vehicles 1808 via the plurality of medium-range sensors (eg, collected data of the remote vehicle 606 from the radar system 414 ), as above with 18 discussed. At block 1906 includes the procedure 1900 For example, accessing host vehicle data from the host vehicle at block 804 8th can be discussed on the host vehicle data 602 from the vehicle sensor system 322 over the bus 330 be accessed.

At block 1908 can the procedure 1900 optionally including calculating an acceleration control rate. In some embodiments, computing the acceleration control rate with some or all of the components set forth in equations (1) - ( 5 ) and with block 806 out 8th be discussed. In particular, the processor calculates 304 the acceleration control rate for the host vehicle 1808 according to the above in equations (1) - ( 5 ) discussed tax model. In one embodiment, discussed herein, the acceleration control rate of the host vehicle 1806 may be on an average of that at block 1904 received speed data based. At block 1910 can the procedure 1900 controlling a vehicle system of the host vehicle, similar to Block 808 out 8th , include. For example, the processor 304 in one embodiment, the host vehicle 1806 in accordance with the acceleration control rate by providing automatic braking and / or accelerating for the speed control based on the acceleration control rate. In some embodiments, the processor 304 the vehicle interface system 328 steer to the driver of the host vehicle 1806 To provide threading assistance feedback. In other embodiments, an active force pedal (AFP) of the accelerator pedal 514 be controlled to provide the driver's foot active feedback force when the driver the accelerator pedal 514 suppressed. The procedure 1900 will now be referring to 20 and 21 described in more detail.

In one embodiment, threading assistance is provided to the host vehicle by providing speed guidance. The speed guide helps the host vehicle 1806 at a reasonable speed for threading in relation to the removed vehicles 1808 , 20 illustrates a method 2000 for speed guidance using the vehicle communication network 200 , At block 2002 includes the procedure 2000 enabling a threading assistance system similar to Block 1902 out 19 , At block 2004 includes the procedure 2000 receiving V2V data of the remote vehicle 604 via the vehicle communication network 200 , In particular, the processor can 304 from the one or more distant vehicles 1808 driving on a threading track (eg the track 1804a ), via the vehicle communication network 200 transmitted speed data received. For example, the processor 304 from the one or more distant vehicles 1808 received via the vehicle communication network 200 transmitted speed data.

At block 2006 can the procedure 2000 include accessing host vehicle data from the host vehicle. For example, as above with block 804 out 8th can be discussed on the host vehicle data 602 from the vehicle sensor system 322 of the host vehicle 1806 over the bus 330 be accessed. In one embodiment, the processor is intervening 304 at a speed of the host vehicle 1806 and a position of the host vehicle 1806 to and / or retrieve these.

At block 2008 includes the procedure 2000 calculating an average speed of the one or more remote vehicles 1808 that are on the threading track (ie the track 1804a ) are located. The processor 304 The average speed may be based on that of each of the removed vehicles 1808 via the vehicle communication network 200 at block 2004 calculate received speed data. In addition, the processor can 304 the average speed with the speed of the host vehicle 1806 at block 2010 to compare. Based on the comparison, at block 2012 the procedure 2000 calculating an acceleration control rate based on the average speed and / or the comparison of the average speed with the host vehicle 1806 include. The acceleration control rate may be from the processor 304 calculated be a difference between the average speed of one or more distant vehicles 1808 and the speed of the host vehicle 1506 to minimize.

In other words, the average speed may be used to set a target acceleration rate of the host vehicle 1806 to calculate and / or determine. The processor 304 can determine if the speed of the host vehicle 1806 above or below the target acceleration rate. For example, if the processor 304 determines that the speed of the host vehicle 1806 is less than the target acceleration rate, the processor may 304 to block 2014 a vehicle system of the host vehicle 1806 control to inform the driver and / or the host vehicle 1806 automatically to increase the acceleration, as discussed herein. For example, the processor 304 send a command based on the comparison with the AFP of the accelerator pedal 514, thereby providing a soft feedback that encourages the driver to provide more acceleration to thread into the track 1804a. Alternatively or additionally, the processor 304 the vehicle interface system 328 provide a visual indication for increasing the acceleration. Further, in some embodiments, at block 2014, the processor 304 output to the vehicle system the acceleration control rate to 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 higher than the target speed of the host vehicle 1806 is, the processor can 304 to block 2014 Send commands to control the accelerator pedal AFP 514 to provide active force feedback that provides the rider's foot with a compressive force (eg, pushing back or against). The active force feedback, which simulates the compressive force, can be provided with a feedback force equivalent to 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 Encourages the host vehicle 1806 with a force to accelerate and / or decelerate with the difference between the speed of the host vehicle 1806 and the target speed of the host vehicle 1806 correlated. Furthermore, the processor can 304 the vehicle interface system 328 provide a visual indication for reducing and / or increasing the speed. The brightness of the visual display can be synchronized with the AFP feedback force, which positively correlates with the speed difference.

In addition to providing speed guidance as above with 20 As discussed, the systems and methods discussed herein can determine accurate positioning for threading assistance. Now, referring to 21 a procedure 2100 for threading assistance using position tracking according to one embodiment. At block 2102 includes the procedure 2100 enabling a threading assistance system similar to Block 1902 out 19 , At block 2104 includes the procedure 2100 receiving data from a remote vehicle. In one embodiment, the processor 304 V2V data of the remote vehicle 604 (eg speed data) as above at block 2004 out 20 discussed received. Furthermore, the processor can 304 data of the remote vehicle detected in this embodiment 606 receive. In particular, the processor can 304 Position data about one or more of the remote vehicles 1808 about the plurality of medium range sensors (eg, detected remote vehicle data from the radar system 414 ) received. In addition, the process can 2100 at block 2106 accessing host vehicle data 602 include as above with block 804 out 8th discussed.

At block 2108 determines whether any objects (eg, removed vehicles 1808 , Hazards) based on the collected data of the remote vehicle 606 be detected. In particular, the processor determines 304 based on the location data, whether one or more remote vehicles 1808 in an area around the host vehicle 1806 are around. If the determination at block 2108 NO, the procedure can 2100 to block 2114 go over to the vehicle system 404 of the host vehicle 1806 based on the position data to control. For example, illustrated 22A a traffic scenario 2202 , which is a simplified illustration of the traffic scenario 1800 with the host vehicle 1806 is. In this example, no radar items (eg, removed vehicles, hazards) are detected on the threading track 1804a. Accordingly, the processor 304 the vehicle interface system 328 to provide a visual indication that it is safe, the host vehicle 1806 in the threading track 1804a threading. For example, the vehicle interface system 328 a green light on the display 510 provide. In other embodiments, the processor 304 one or more vehicle systems 404 Steer to the driver and / or the host vehicle 1806 to assist in the threading track 1804a threading.

Referring again to 21 can the procedure 2100 if the determination at block 2108 YES is, optional to block 2110 transition to based on a relative position of the host vehicle 1806 to the one or more distant vehicles 1808 to identify a type of threading scenario. 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, the control of the block 2114 implemented vehicle systems 404 partly based on the type of threading scenario. Additionally, in some embodiments, the in 13 . 14A and 14C described methods for classifying remote vehicles are used to identify and classify the type of threading scenario. In one embodiment, the type of threading scenario is one of the following: 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 a Zwischeneinfädelszenario as in 22E and 22F shown. Each of these scenarios will be discussed in more detail herein.

At block 2112 can the procedure 2100 optionally calculating an acceleration control rate and / or calculating a safe distance to thread into the lane based on a relative position of the host vehicle 1206 to the one or more distant vehicles 1808 , a speed of the host vehicle 1806 and a speed of the one or more remote vehicles 1808 include. In some embodiments, the acceleration control rate and / or the safe distance is also based on that in block 2112 determined type of threading scenario. It will be understood that in some embodiments, computing the acceleration control rate using equations (1) - (e) discussed above. 5 ) can be implemented.

With reference 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 on the threading track 1804a , The remote vehicle 1808a is based on the at block 2104 received captured data of the remote vehicle 606 detected. In this example, at block 2112 the processor 304 based on the type of threading scenario, an acceleration control rate for slowing down the host vehicle 1806 to calculate. The processor 304 can at block 2114 controlling a braking system based on the acceleration control rate by providing a deceleration rate. In one embodiment, the deceleration rate is 0.08G. Alternatively and / or in addition to the automatic brake control, the processor 304 the vehicle interface system 328 provide a visual indication to warn of and / or to encourage threading prior to an acceleration increase. For example, a visual indicator may appear on the display 510 be provided to the driver of the host vehicle 1806 to instruct them to slow down by providing a red-colored light indicator. The red-colored light indicator could also indicate to the driver that it is unacceptable to get into the threading track 1804a threading. In addition, the processor can 304 controlling the AFP by providing a large feedback drag. In one embodiment, the large feedback drag may include 100% drag.

Referring again to 21 can, as mentioned above, at block 2112 the procedure 2100 also include determining a safe distance to thread into the threading track. In one embodiment, the safe distance is a safe limit for the host vehicle 1806 for threading in the threading track 1804a based on one or more distant vehicles 1808 on the threading track 1804a , In some embodiments, the safe distance is based on block type 2110 identified threading scenario. With reference to 22C becomes a rear threading scenario 2206 shown according to an embodiment. Here is the host vehicle 1806 next to (eg on the adjacent lane) the remote vehicle 1808a and at the rear end of the remote vehicle 1808a positioned. In one embodiment, the processor determines 304 that the host vehicle 1806 at the side (eg next to) of the remote vehicle 1808a and positioned at the rear end of the removed vehicle 1808a, and may be the type of threading scenario based on the threading models 318 identify as a rear threading scenario. Based on the type of threading scenario calculated at block 2112 the processor 304 an acceleration control rate for slowing down the host vehicle 1806 ,

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 Ausführungsformen ist der sichere Abstand auf eine zuvor festgelegte Spanne begrenzt, die teilweise auf der Einfädelart basieren kann. Zum Beispiel für ein hinteres Einfädelszenario zwischen 4 und 25 Metern. In einem veranschaulichenden Beispiel beträgt die konstante Variable m 5m. Jedoch kann in einigen Ausführungsformen die vorstehend gezeigte Gleichung (10) des sicheren Abstands auf der Geschwindigkeit des Hostfahrzeugs 1806 und der Geschwindigkeit des entfernten Fahrzeugs 1808a basieren. Falls zum Beispiel der Prozessor 304 bestimmt, dass die Geschwindigkeit des Hostfahrzeugs 1806 höher als die Geschwindigkeit des entfernten Fahrzeugs 1808a ist, kann die konstante Variable m erhöht werden (z. B. von 5m auf 10m), was zu einem größeren sicheren Abstand führt. Falls jedoch die Geschwindigkeit des Hostfahrzeugs 1806 geringer als die Geschwindigkeit des entfernten Fahrzeugs 1808a ist, kann die konstante Variable m reduziert werden (z. B. von 5m auf 2m), was zu einem geringeren sicheren Abstand führt.In another embodiment, the processor determines 304 a safe distance for the host vehicle 1806 for threading in the threading track 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. In some embodiments, the safe distance 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 an illustrative example, the constant variable m is 5m. However, in some embodiments, Equation (10) shown above may provide the safe distance on the speed of the host vehicle 1806 and the speed of the remote vehicle 1808a based. For example, if the processor 304 determines that the speed of the host vehicle 1806 higher than the speed of the vehicle being removed 1808a is, the constant variable m can be increased (for example, from 5m to 10m), resulting in a larger safe distance. 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 (eg from 5m to 2m), resulting in a smaller safe distance.

In one embodiment, the processor determines 304 an actual distance D _x between the host vehicle 1806 and the distant vehicle 1808a as in 22C shown. The processor 304 can compare the actual distance with the safe distance. If the actual distance is less than the safe distance, then the processor determines 304 that it is not safe for the host vehicle 1806 is in the track 1804a thread, as there is a risk of collision between the host vehicle 1806 and the distant vehicle 1808a gives. Accordingly, in one embodiment at block 2114 the processor 304 the vehicle interface system 328 Control for feedback on slowing down the host vehicle 1806 provide. For example, on the display 510 provide a visual indication indicating that it is not safe to thread. Otherwise, if the processor 304 determines that the actual distance is greater than the safe distance, the processor determines 304 that it is safe for the host vehicle 1806 is in the track 1804a threading. The processor 304 can the vehicle interface system 328 Control to provide feedback that it is safe to track down 1804a threading. For example, the processor 304 the ad 510 control to display a green light.

In another embodiment, calculating the safe distance at block 2112 also include calculating a control value for controlling a vehicle system. For example, after determining that the actual distance between the host vehicle 1806 and the distant vehicle 1808a less than the safe distance is the processor 304 calculate a control value based on a difference between the actual distance and the safe distance. In one embodiment, the control value is calculated according to the following 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 example, the control value is saturated to a -1 to 0 range. The control value can be used to indicate one or more of the vehicle systems 404 at block 2114 to control. For example, after determining that the actual distance is less than the safe distance, the processor 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-colored light with a brightness that can be modified and / or adjusted based on the control value. For example, the brightness of the red-colored light may increase as the control value increases. Thus, the closer the host vehicle is 1806 on the remote vehicle 1808a is, the higher the tax 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, referring to 22D shown a front threading scenario 2208 according to one embodiment. Here is the host vehicle 1806 laterally (eg on the adjacent lane) of the remote vehicle 1808a and at the front end of the remote vehicle 1808a positioned. In one embodiment, the processor determines 304 that the host vehicle 1806 at the side of the remote vehicle 1808a and at the front end of the remote vehicle 1808a is positioned and can be the type of threading scenario based on the threading model 318 as a front threading scenario. In some embodiments, the processor 304 calculate an acceleration control rate based on the 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 Ausführungsformen ist der sichere Abstand auf eine zuvor festgelegte Spanne begrenzt. Zum Beispiel zwischen 5 und 12 Metern. In einem veranschaulichenden Beispiel beträgt die konstante Variable m 8m. Jedoch kann in einigen Ausführungsformen die vorstehend gezeigte Gleichung des sicheren Abstands auf der Geschwindigkeit des Hostfahrzeugs 1806 und der Geschwindigkeit des entfernten Fahrzeugs 1808a basieren. Falls zum Beispiel der Prozessor 304 bestimmt, dass die Geschwindigkeit des Hostfahrzeugs 1806 höher als die Geschwindigkeit des entfernten Fahrzeugs 1808a ist, kann die konstante Variable m erhöht werden (z. B. von 8 m auf 12 m), was zu einem größeren sicheren Abstand führt. Falls jedoch die Geschwindigkeit des Hostfahrzeugs 1806 geringer als die Geschwindigkeit des entfernten Fahrzeugs 1808a ist, kann die konstante Variable m reduziert werden (z. B. von 8 m auf 4 m), was zu einem geringeren sicheren Abstand führt. In another embodiment, the processor determines 304 a safe distance for the host vehicle 1806 for threading in the threading track 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. In some embodiments, the safe distance is limited to a predetermined range. For example between 5 and 12 meters. In an illustrative example, the constant variable m is 8m. However, in some embodiments, the safe distance equation shown above may affect the speed of the host vehicle 1806 and the speed of the remote vehicle 1808a based. For example, if the processor 304 determines that the speed of the host vehicle 1806 higher than the speed of the vehicle being removed 1808a is, the constant variable m can be increased (for example, from 8 m to 12 m), resulting in a larger safe distance. 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 8 m to 4 m), resulting in a smaller safe distance.

In one embodiment, the processor determines 304 an actual distance D _x between the host vehicle 1806 and the distant vehicle 1808a as in 22D shown. The processor 304 can compare the actual distance with the safe distance. If the actual distance is less than the safe distance, then the processor determines 304 that it is not safe for the host vehicle 1806 is in the track 1804a thread, as there is a risk of collision between the host vehicle 1806 and the distant vehicle 1808a gives. Accordingly, in one embodiment at block 2014 the processor 304 the vehicle interface system 328 Control for feedback to increase the speed of the host vehicle 1806 provide. For example, on the display 510 provide a visual indication indicating that it is not safe to thread. Otherwise, if the processor 304 determines that the actual distance is greater than the safe distance, the processor 304 determines that it is safe for the host vehicle 1806 is in the track 1804a threading. In this scenario, the processor can 304 the vehicle interface system 328 Control to provide feedback that it is safe to track down 1804a threading. For example, the processor 304 the ad 510 control to display a green light.

In another embodiment, calculating the safe distance at block 2112 also include calculating a control value for controlling the vehicle system. For example, after determining that the actual distance between the host vehicle 1806 and the distant vehicle 1808a less than the safe distance is the processor 304 calculate a control value based on a difference between the actual distance and the safe distance. In one embodiment, the control value is calculated according to the following 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 margin. For example, in one embodiment, the control value is saturated to a -1 to 0 range. The control value can be used to control one or more vehicle systems 404 at block 2114 to control. For example, after determining that the actual distance is less than the safe distance, the processor 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-colored light with a brightness that can be modified and / or adjusted based on the control value. For example, the brightness of the blue-colored light may increase as the control value increases. Thus, the closer the host vehicle is 1806 on the remote vehicle 1808a is, the higher the tax value and the more 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 Ausführungsformen ist der sichere Abstand auf eine zuvor festgelegte Spanne begrenzt, die teilweise auf der Einfädelart basieren kann. Zum Beispiel kann für ein Zwischenszenario wie in 22E gezeigt der sichere Abstand auf 4 bis 20 Meter begrenzt werden. In einer Ausführungsform bestimmt der Prozessor 304 einen tatsächlichen vorderen Abstand D_FX zwischen dem Hostfahrzeug 1806 und dem vorderen entfernten Fahrzeug 1808a. Der Prozessor 304 kann den tatsächlichen vorderen Abstand mit dem vorderen sicheren Abstand vergleichen. Falls der tatsächliche vordere Abstand geringer als der sichere vordere Abstand ist, dann bestimmt der Prozessor 304, dass es nicht sicher für das Hostfahrzeug 1806 ist, sich in die Spur 1804a einzufädeln, da es ein Kollisionsrisiko zwischen dem Hostfahrzeug 1806 und dem vorderen entfernten Fahrzeug 1808a gibt. Entsprechend kann in einer Ausführungsform bei Block 2114 der Prozessor 304 das Fahrzeugschnittstellensystem 328 steuern, um Feedback zum Verlangsamen des Hostfahrzeugs 1806 bereitzustellen. Zum Beispiel kann auf der Anzeige 510 eine visuelle Anzeige bereitgestellt werden, die angibt, dass es nicht sicher ist, sich einzufädeln.With reference to 22E and 22F becomes an interim threading scenario 2210 and 2212 shown according to an embodiment. In 22E is the host vehicle 1806 next to (eg on the adjacent lane) the distant vehicles 1808a and 1808b and between the distant vehicles 1808a and 1808b positioned. In this embodiment, the processor calculates 304 at block 2112 a safe distance based on a front safe distance from the host vehicle 1806 to the distant one vehicle 1808a and a rear safe distance from the host vehicle 1806 to the remote vehicle 1808b , In particular, the front safe distance is calculated according to the following equations: $$FrOn{t}_{DS}=m+1.5s*\left(V_{HV}-V_{RVF}\right)$$

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 safe distance 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 the safe distance to be limited to 4 to 20 meters. In one embodiment, the processor determines 304 an actual front distance D _FX between the host vehicle 1806 and the vehicle in front 1808a , The processor 304 may compare the actual front distance with the front safe distance. If the actual front distance is less than the safe front distance, then the processor determines 304 that it is not safe for the host vehicle 1806 is in the track 1804a thread, as there is a risk of collision between the host vehicle 1806 and the vehicle in front 1808a gives. Accordingly, in one embodiment at block 2114 the processor 304 is the vehicle interface system 328 Control for feedback on slowing down the host vehicle 1806 provide. For example, on the display 510 provide a visual indication indicating that it is not safe to thread.

In another embodiment, calculating the safe distance at block 2112 also include calculating a control value for controlling the vehicle system. For example, after determining that the actual front distance between the host vehicle 1806 and the vehicle in front 1808a less than the safe front distance is the processor 304 calculate a control value based on a difference between the actual front distance and the safe front 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 may be saturated to a predetermined range. In one example, the control value is saturated to a -1 to 0 range. The control value can be used to control one or more vehicle systems 404 at block 2114 to control. For example, after determining that the actual front distance is less than the safe distance, the processor 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-colored light with a brightness that can be modified and / or adjusted based on the control value. For example, the brightness of the red-colored light may increase as the control value increases. Thus, the closer the host vehicle is 1806 at the front-removed vehicle 1808a, the higher the control value and the more 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, eine Geschwindigkeit des Hostfahrzeugs 1806 ist und V_RVR eine Geschwindigkeit des hinteren entfernten Fahrzeugs 1808b ist. In einigen Ausführungsformen ist der sichere Abstand auf eine zuvor festgelegte Spanne begrenzt, die teilweise auf der Einfädelart basieren kann. Zum Beispiel kann für ein Zwischenszenario wie in 22F gezeigt der sichere Abstand auf 5 bis 8 Meter begrenzt werden. In einer Ausführungsform bestimmt der Prozessor 304 einen tatsächlichen hinteren Abstand D_RX zwischen dem Hostfahrzeug 1806 und dem hinteren entfernten Fahrzeug 1808b wie in 22F gezeigt. Der Prozessor 304 kann den tatsächlichen hinteren Abstand mit dem hinteren sicheren Abstand vergleichen. Falls der tatsächliche hintere Abstand geringer als der sichere hintere Abstand ist, dann bestimmt der Prozessor 304, dass es nicht sicher für das Hostfahrzeug 1806 ist, sich in die Spur 1804a einzufädeln, da es ein Kollisionsrisiko zwischen dem Hostfahrzeug 1806 und dem hinteren entfernten Fahrzeug 1808b gibt. Entsprechend kann in einer Ausführungsform bei Block 2114 der Prozessor 304 das Fahrzeugschnittstellensystem 328 steuern, um Feedback zum Erhöhen der Geschwindigkeit des Hostfahrzeugs 1806 bereitzustellen. Zum Beispiel kann auf der Anzeige 510 eine visuelle Anzeige bereitgestellt werden, die angibt, dass es nicht sicher ist, sich einzufädeln.With reference to the inter-threading scenario 2212 out 22F is the host vehicle 1806 closer to the rear remote vehicle 1808b as the front remote vehicle 1808a , This is in contrast to the inter-threading scenario 2210 out 22E where the host vehicle 1806 closer to the front remote vehicle 1808a as the rear remote vehicle 1808b was. In the embodiment in FIG 22F processor 304 calculates at block 2112 a safe distance based on a rear safe distance from the host vehicle 1806 to the rear vehicle 1808b , In particular, the rear safe distance is calculated according to the following equations: $$Rea{r}_{DS}=m+1.5s*\left(V_{VH}-V_{RVR}\right)$$

where m is a constant variable in meters, 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 safe distance 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 safe distance to be limited to 5 to 8 meters. In one embodiment, the processor determines 304 an actual 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 actual rear distance with the rear safe distance. If the actual rear distance is less than the safe rear distance, then the processor determines 304 that it is not safe for the host vehicle 1806 is in the track 1804a thread, as there is a risk of collision between the host vehicle 1806 and the rear far vehicle 1808b gives. Accordingly, in one embodiment at block 2114 the processor 304 the vehicle interface system 328 Control for feedback to increase the speed of the host vehicle 1806 provide. For example, on the display 510 provide a visual indication indicating that it is not safe to thread.

In another embodiment, calculating the safe distance at block 2112 also include calculating a rear control value for controlling the vehicle system. For example, after determining that the actual rear distance between the host vehicle 1806 and the rear far vehicle 1808a less than the rear safe distance is the processor 304 calculate a control value as a function of a difference between the actual rear distance and the safe rear distance. In one embodiment, the control value is calculated according to the following equation: $$Rea{r}_{CV}=\frac{D_X-\left[\mathrm{8th}m+1.5s*\left(V_{VH}-V_{RV}\right)\right]}{\mathrm{8th}m+1.5s*\left(V_{VH}-V_{RV}\right)}$$

The control value may be saturated to a predetermined range. In one example, the control value is saturated to a -1 to 0 range. The control value can be used to control one or more vehicle systems 404 at block 2114 to control. For example, after determining that the actual rear distance is less than the rear safe distance, the processor 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-colored light with a brightness that can be modified and / or adjusted based on the control value. For example, the brightness of the blue-colored light may increase as the control value increases. Thus, the closer the host vehicle is 1806 at the rearward remote vehicle 1808b, the higher the control value and the more the feedback.

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

The embodiments discussed herein may also be described and implemented in the context of the 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 disks (DVDs), compact discs (CDs), floppy disks and magnetic tape cassettes. Computer readable storage media may include volatile and nonvolatile, removable and non-removable media that may be implemented in any method or technology for storing information such as computer readable instructions, data structures, modules, or other data. Computer readable storage media excludes nonvolatile physical media and propagated data signals.

It should be understood that various implementations of the above disclosed and other features and functions or alternatives or variations thereof may desirably be combined with many other different systems or applications. Also, various alternatives, modifications, variations, or improvements thereof, which are not foreseen or anticipated at present, may thereafter be made by those skilled in the art, which are also intended to that extent.

A computer-implemented method of controlling a vehicle system of a host vehicle threading between one or more remote vehicles includes receiving speed data transmitted from the one or more remote vehicles via a vehicle communications network and receiving position data of one or more of the vehicle multiple remote vehicles from the sensor system of the host vehicle monitoring an area around the host vehicle. After it has been determined based on the position data that the one or more remote vehicles are in the area around the host vehicle, a safe distance to Threading into the lane is determined based on a relative position of the host vehicle to the one or more remote vehicles. Further, the vehicle system of the host vehicle is controlled according to an actual distance between the host vehicle and the one or more remote vehicles and the safe distance.

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 62/442333 [0001]
• US 62/442190 [0001]
• US 15/191358 [0001]

Claims (20)

A computer-implemented method of controlling a vehicle system of a host vehicle threading between one or more remote vehicles, comprising: Determining an intention to thread on a track based on host vehicle data received from a sensor system of the host vehicle; Receiving speed data transmitted from the one or more remote vehicles via a vehicle communications network, the one or more remote vehicles located on the lane; Receiving position data of the one or more remote vehicles from the sensor system of the host vehicle monitoring an area around the host vehicle; after determining, based on the positional data, that the one or more remote vehicles are in the area around the host vehicle, determining a safe distance to thread into a lane based on a relative position of the host vehicle to the one or more remote vehicles a speed of the host vehicle and a speed of the one or more remote vehicles; and controlling the vehicle system of the host vehicle according to an actual distance between the host vehicle and the one or more remote vehicles and the safe distance. Computer-implemented method according to Claim 1 including calculating an average speed of the one or more remote vehicles based on the speed data of the one or more remote vehicles. Computer-implemented method according to Claim 2 including comparing the average speed of the one or more remote vehicles with the speed of the host vehicle and calculating an acceleration control rate based on the comparison to minimize a difference between the average speed of the one or more remote vehicles and the speed of the host vehicle , Computer-implemented method according to Claim 3 wherein controlling the vehicle system includes outputting the acceleration control rate to the vehicle system to control movement of the host vehicle according to the acceleration control rate. Computer implemented method according to one of Claims 1 to 4 including, after determining that the actual distance between the host vehicle and the one or more remote vehicles is less than the safe distance, calculating a control value in dependence on a difference between the actual distance and the safe distance. Computer-implemented method according to Claim 5 wherein controlling the vehicle system includes outputting an active feedback force signal based on the control value to an accelerator pedal of the host vehicle to provide active feedback according to the active feedback force signal. Computer implemented method according to one of Claims 1 to 6 method, comprising identifying a type of threading scenario based on the relative position of the host vehicle to the one or more remote vehicles, wherein the controlling of the vehicle system is based on the type of threading scenario. Computer implemented method according to one of Claims 1 to 7 in that, after determining that a front end of the host vehicle is positioned at a rear end of the one or more remote vehicles, controlling the vehicle system of the host vehicle calculates a deceleration control rate according to the actual distance between the host vehicle and the one or more host vehicles the plurality of remote vehicles and the safe distance, and outputting the deceleration control rate to the host vehicle's vehicle system to control the movement of the host vehicle according to the deceleration control rate. Computer implemented method according to one of Claims 1 to 8th in that, after determining that a rear end of the host vehicle is positioned at a front end of the one or more remote vehicles, controlling the vehicle system of the host vehicle calculates an acceleration control rate according to the actual distance between the host vehicle and the one or more the several distant vehicles and the safe distance, and the issuing of the An acceleration control rate to the vehicle system of the host vehicle to control the movement of the host vehicle according to the acceleration control rate includes. Computer implemented method according to one of Claims 1 to 9 after determining that a front end of the host vehicle is positioned at the rear end of a first remote vehicle of the one or more remote vehicles and a rear end of the host vehicle at the front end of a second remote vehicle of the one or more remote Vehicles, the determination of a safe distance for threading into the lane based on a front safe distance from the host vehicle to the first remote vehicle and a rear safe distance from the host vehicle to the second remote vehicle. A vehicle control system for controlling a vehicle system of a host vehicle threading in a lane having one or more remote vehicles, comprising: a wireless transceiver to receive message packets transmitted from the one or more remote vehicles over one or more communication links using a vehicle communications network, each message packet containing speed data of the one or more remote vehicles from which the message packet is transmitted ; a sensor system for receiving position data of the one or more remote vehicles, the sensor system monitoring an area around the host vehicle; and a processor operatively connected to the wireless transceiver and the sensor system for computer communication, the processor comprising: determines, based on the position data, that the one or more remote vehicles are in the area around the host vehicle; calculate a safe distance for threading into the lane based on a relative position of the host vehicle to the one or more remote vehicles, a speed of the host vehicle, and a speed of the one or more remote vehicles; and controls the movement of the host vehicle according to an actual distance between the host vehicle and the one or more remote vehicles and the safe distance. Vehicle control system according to Claim 11 wherein the processor calculates an average speed of the one or more remote vehicles based on the speed data of the one or more remote vehicles and the processor controls the movement of the host vehicle by setting a target speed of the host vehicle to the average speed. Vehicle control system according to Claim 11 or 12 wherein the processor calculates a control value in dependence on a difference between the actual distance and the safe distance depending on a constant speed variable. Vehicle control system according to one of Claims 11 to 13 wherein the processor determines a type of threading scenario based on the relative position of the host vehicle to the one or more remote vehicles, wherein the type of threading scenario includes at least one of: a side-by-side threading scenario, a rear end threading scenario front end threading scenario and an interim threading scenario. Vehicle control system according to one of Claims 11 to 14 wherein the processor calculates a control value based on a type of threading scenario and a difference between the actual distance and the safe distance. A non-transitory computer readable storage medium including instructions that, when executed by a processor, cause the processor to: determine an intention to thread into a track based on host vehicle data received from a sensor system of a host vehicle; Receiving speed data transmitted from one or more remote vehicles via a vehicle communications network, the one or more remote vehicles located on the lane; Receiving position data of the one or more remote vehicles from the sensor system of the host vehicle monitoring an area around the host vehicle; Determining, based on the positional data, that the one or more remote vehicles are in the area around the host vehicle; Determining a safe distance to thread into the lane based on a relative position of the host vehicle to the one or more remote vehicles, a speed of the host vehicle, and a speed of the one or more remote vehicles; and controlling a vehicle system of the host vehicle according to an actual distance between the host vehicle and the one or more remote vehicles and the safe distance. Non-volatile computer readable storage medium after Claim 16 including, causing the processor to calculate an average speed of the one or more remote vehicles based on the speed data of the one or more remote vehicles. Non-volatile computer readable storage medium after Claim 17 including causing the processor to compare the average speed of the one or more remote vehicles with the speed of the host vehicle, calculating an acceleration control rate based on the comparison, a difference between the average speed of the one or more remote vehicles and the speed of the host vehicle and sets a target acceleration rate of the host vehicle to the acceleration control rate. Non-volatile computer readable storage medium after one of Claims 16 to 18 comprising, causing the processor to calculate a control value in dependence on a difference between the actual distance and the safe distance. Non-volatile computer readable storage medium after one of Claims 16 to 19 wherein the processor controls the vehicle system according to the control value.

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