U.S. patent application number 15/175494 was filed with the patent office on 2017-12-07 for automated vehicle steering control system with lane position bias.
The applicant listed for this patent is DELPHI TECHNOLOGIES, INC.. Invention is credited to ROBERT J. CASHLER, PREMCHAND KRISHNA PRASAD, EHSAN SAMIEI.
Application Number | 20170352278 15/175494 |
Document ID | / |
Family ID | 59021318 |
Filed Date | 2017-12-07 |
United States Patent
Application |
20170352278 |
Kind Code |
A1 |
CASHLER; ROBERT J. ; et
al. |
December 7, 2017 |
AUTOMATED VEHICLE STEERING CONTROL SYSTEM WITH LANE POSITION
BIAS
Abstract
A steering-control system for an automated vehicle includes an
object-detector and a controller. The object-detector is suitable
for use on a host-vehicle. The object-detector is used to detect an
other-vehicle approaching the host-vehicle, and to detect a
stationary-object that defines a roadway traveled by the
host-vehicle. The controller is in communication with the
object-detector and adapted to operate the host-vehicle. The
controller is configured to steer the host-vehicle towards a
centered-position of a travel-lane of the roadway when a
projected-path of the other-vehicle approaches the host-vehicle to
a minimum-distance between the other-vehicle and the host-vehicle
greater than a distance-threshold. The controller is also
configured to steer the host-vehicle towards a biased-position of
the travel-lane to increase the minimum-distance when the
projected-path approaches the host-vehicle to less than the
distance-threshold if the host-vehicle remains in the
centered-position.
Inventors: |
CASHLER; ROBERT J.; (KOKOMO,
IN) ; PRASAD; PREMCHAND KRISHNA; (CARMEL, IN)
; SAMIEI; EHSAN; (KOKOMO, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
DELPHI TECHNOLOGIES, INC. |
Troy |
MI |
US |
|
|
Family ID: |
59021318 |
Appl. No.: |
15/175494 |
Filed: |
June 7, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G06F 40/30 20200101;
G05D 1/0088 20130101; G06Q 30/0631 20130101; H04L 67/12 20130101;
G06Q 50/01 20130101; G05D 1/028 20130101; G05D 1/12 20130101; G08G
1/167 20130101; B62D 15/025 20130101 |
International
Class: |
G08G 1/16 20060101
G08G001/16; G05D 1/02 20060101 G05D001/02; G05D 1/12 20060101
G05D001/12; G05D 1/00 20060101 G05D001/00 |
Claims
1. A steering-control system for an automated vehicle, said system
comprising: an object-detector suitable for use on a host-vehicle,
said object-detector used to detect an other-vehicle approaching
the host-vehicle, and to detect a stationary-object that defines a
roadway traveled by the host-vehicle; a controller in communication
with the object-detector and adapted to operate the host-vehicle,
said controller configured to steer the host-vehicle towards a
centered-position of a travel-lane of the roadway when a
projected-path of the other-vehicle approaches the host-vehicle to
a minimum-distance between the other-vehicle and the host-vehicle
greater than a distance-threshold, and steer the host-vehicle
towards a biased-position of the travel-lane to increase the
minimum-distance to greater than the distance-threshold when the
projected-path approaches the host-vehicle to less than the
distance-threshold if the host-vehicle remains in the
centered-position.
2. The system in accordance with claim 1, wherein the
stationary-object is one of, a lane-marking, a road-sign, a
guardrail, a shoulder, and a road-edge.
3. The system in accordance with claim 1, wherein the controller is
further configured to change a speed of the host-vehicle when the
projected-path approaches the host-vehicle to less than the
distance-threshold if the host-vehicle remains in the
biased-position.
4. The system in accordance with claim 1, wherein the controller is
further configured to steer the host-vehicle to change the
travel-lane of the host-vehicle when the projected-path approaches
the host-vehicle to less than the distance-threshold if the
host-vehicle remains in the biased-position.
Description
TECHNICAL FIELD OF INVENTION
[0001] This disclosure generally relates to a steering-control
system for an automated vehicle, and more particularly relates to a
system that steers a host-vehicle towards an off-center or
biased-position of a travel-lane when a projected-path of an
other-vehicle approaches the host-vehicle to less than the
distance-threshold if the host-vehicle were to remain in a
centered-position.
BACKGROUND OF INVENTION
[0002] It has been observed that a human-operator often exhibits
driving behavior patterns that are less predictable, i.e. more
erratic, when compared to automated operation of a vehicle. For
example, a human operated vehicle may have a less stable
lane-position, i.e. may weave more than a typical automated
vehicle. As long as humans are able to directly operate a vehicle,
instances of vehicles exhibiting erratic or unpredictable driving
behaviors are likely to occur.
SUMMARY OF THE INVENTION
[0003] In accordance with one embodiment, a steering-control system
for an automated vehicle is provided. The system includes an
object-detector and a controller. The object-detector is suitable
for use on a host-vehicle. The object-detector is used to detect an
other-vehicle approaching the host-vehicle, and to detect a
stationary-object that defines a roadway traveled by the
host-vehicle. The controller is in communication with the
object-detector and adapted to operate the host-vehicle. The
controller is configured to steer the host-vehicle towards a
centered-position of a travel-lane of the roadway when a
projected-path of the other-vehicle approaches the host-vehicle to
a minimum-distance between the other-vehicle and the host-vehicle
greater than a distance-threshold. The controller is also
configured to steer the host-vehicle towards a biased-position of
the travel-lane to increase the minimum-distance when the
projected-path approaches the host-vehicle to less than the
distance-threshold if the host-vehicle remains in the
centered-position.
[0004] Further features and advantages will appear more clearly on
a reading of the following detailed description of the preferred
embodiment, which is given by way of non-limiting example only and
with reference to the accompanying drawings.
BRIEF DESCRIPTION OF DRAWINGS
[0005] The present invention will now be described, by way of
example with reference to the accompanying drawings, in which:
[0006] FIG. 1 is a diagram of a steering-control system in
accordance with one embodiment;
[0007] FIG. 2 is a traffic-scenario encountered by the system of
FIG. 1 in accordance with one embodiment.
DETAILED DESCRIPTION
[0008] FIG. 1 illustrates a non-limiting example of a
steering-control system 10, hereafter referred to as the system 10,
which is generally intended for operating an automated vehicle such
as a host-vehicle 12. The non-limiting examples presented herein
are generally directed to instances when the host-vehicle 12 is
being operated in an automated-mode 14, i.e. a fully autonomous
mode, where a human operator (not shown) of the host-vehicle 12 may
do nothing more than designate a destination to operate the
host-vehicle 12. However, it is contemplated that the teachings
presented herein are useful when the host-vehicle 12 is operated in
a manual-mode 16 where the host-vehicle 12 is operated for the most
part by the human operator, and the degree or level of automation
may be little more than providing route guidance to the human
operator who is generally in control of the steering, accelerator,
and brakes of the host-vehicle 12. That is, in the manual-mode 16
the system 10 may assist and/or only intervene with the operation
of the host-vehicle 12 by the human operator if necessary to avoid
a collision with, for example, an other-vehicle 18.
[0009] The system 10 includes an object-detector 20 which is deemed
suitable for use on the host-vehicle 12 as the object-detector 20
is generally designed to operate over the range of ambient
temperatures experienced by the host-vehicle 12, as will be
recognized by those in the art. The object-detector 20 is, in one
respect, used by a controller 22 of the system 10 to detect the
other-vehicle 18 when the other-vehicle 18 is approaching the
host-vehicle 12. However, the object-detector 20 is not limited to
only this use as will become evident below. The other-vehicle 18
may approach the host-vehicle 12 from behind (FIG. 2) in
preparation to pass the host-vehicle 12, or approach from ahead as
oncoming traffic in an opposing-lane of a roadway, or approach from
beside when the other-vehicle 18 changes lanes to an adjacent-lane
next to a travel-lane 38 to that presently occupied by the
host-vehicle 12.
[0010] The controller 22 is in communication with the
object-detector 20 and is adapted to operate the host-vehicle via
the vehicle-controls on a full-time basis (i.e. autonomous
operation) or on a temporary basis as needed to assist the human
operator. The communication between the object-detector 20 and the
controller 22 may be by way of wires, wireless communication, or
optical-fiber, as will be recognized by those in the art. The
controller 22 may include a processor (not specifically shown) such
as a microprocessor or other control circuitry such as analog
and/or digital control circuitry including an application specific
integrated circuit (ASIC) for processing data as should be evident
to those in the art. The controller 22 may include memory (not
specifically shown), including non-volatile memory, such as
electrically erasable programmable read-only memory (EEPROM) for
storing one or more routines, thresholds, and captured data. The
one or more routines may be executed by the processor to perform
steps for determining, for example, the relative-location 36 based
on signals received by the controller 22 for operating the
host-vehicle 12 as described herein.
[0011] The function of the object-detector 20 may be provided by,
but is not limited to, a camera 24, a radar-unit 26, a lidar 28, or
any combination thereof. The function of the object-detector 20 may
also be provided or supplemented by a transceiver (not shown)
configured for wireless communications 30 such as
vehicle-to-infrastructure (V2I) communications, vehicle-to-vehicle
(V2V) communications, and/or vehicle-to-pedestrian (V2P)
communications, which may be generically referred to as V2X
communications, as will be recognized by those in the art.
[0012] FIG. 2 illustrates a non-limiting example of a
traffic-scenario 32 that the host-vehicle 12 may encounter. At time
T1 the host-vehicle 12 is traveling along the travel-lane 38 of a
roadway 40, and is about to be passed by the other-vehicle 18
approaching from behind the host-vehicle 12. As will be explained
in more detail below, the system 10, or more specifically the
controller 22, may determine that the other-vehicle 18 is now (at
time T1), or is likely in the future (e.g. at time T2) to be, too
close to the host-vehicle 12 and thereby risks a collision with the
host-vehicle 12. As a first reaction to this problem, the
controller 22 is generally configured to steer the host-vehicle 12
away from the other-vehicle 18. How to steer away is preferably
limited to keep the host-vehicle 12 in the travel-lane 38, but
exiting the travel-lane 38 is a secondary or back-up action if
staying in the travel-lane 38 is ill-advised.
[0013] In order for the controller 22 to be able to determine where
the host-vehicle 12 is or should be positioned on the roadway 40 or
the travel-lane 38, the controller 22 also uses the object-detector
20 to detect a stationary-object 42 (FIG. 1) that defines the
boundaries or extents of the roadway 40 traveled by the
host-vehicle 12. The stationary-object 42 may be one or more of,
but is not limited to, a lane-marking 44, a road-sign 46, a
guardrail 48, a shoulder 52, and a road-edge 54.
[0014] If the other-vehicle 18 is traveling relatively straight and
centered in the adjacent-lane 70, which is contrary to what is
shown in FIG. 2, the controller 22 is generally configured to steer
the host-vehicle 12 towards a centered-position 60 of the
travel-lane 38 of the roadway 40 when a projected-path 62 of the
other-vehicle 18 approaches the host-vehicle 12 to a
minimum-distance 64 (measured between the other-vehicle 18 and the
host-vehicle 12) that is greater than a distance-threshold 66, one
meter (1 m) for example. That is, the host-vehicle 12 generally
remains in the center of the travel-lane 38 as long as the
other-vehicle 18 is actually not too close, and is projected to not
become too close. Contrariwise, if the other-vehicle 18 is weaving
and/or is not centered in the adjacent-lane 70, as shown in FIG. 2,
the controller 22 is generally configured to avoid the host-vehicle
12 being too close to the other-vehicle 18. To this end, the
controller 22 is further configured to steer the host-vehicle 12
towards a biased-position 68 of the travel-lane 38 to increase the
minimum-distance 64 when the projected-path 62 approaches the
host-vehicle 12 to less than the distance-threshold 66 if the
host-vehicle 12 remains in the centered-position 60.
[0015] While FIG. 2 may be interpreted to suggest that the
host-vehicle 12 will only move as far as the road-edge 54 to
increase the distance or clearance between the host-vehicle 12 and
the other-vehicle 18, it is contemplated that the host-vehicle 12
may operate partially (e.g. two-wheels) on the shoulder 52 if the
speed of the host-vehicle 12 and the perceived conditions of the
shoulder 52 would make doing so relatively safe. While traveling in
the biased-position 68, the object-detector 20 is used to take into
account the presence of, for example, the lane-marking 44, the
road-sign 46, the guardrail 48, the shoulder 52, the road-edge 54,
and/or any other object proximate to the travel-lane 38 such as a
pedestrian 72. The pedestrian 72 may be detected by, for example,
the camera 24 or V2P communications.
[0016] In addition to changing lane-position from the
centered-position 60 to the biased-position 68, the controller 22
may be further configured to change a speed 74 of the host-vehicle
12 when the projected-path 62 approaches or is predicted to
approach the host-vehicle 12 to a minimum-distance 64 that is less
than the distance-threshold 66 if the host-vehicle remains in the
biased-position 68 and the speed 74 remains unchanged. For example,
the host-vehicle 12 may time a slow-down to correspond to when the
weaving pattern of the other-vehicle 18 places the other-vehicle 18
in a centered or left-of-center position in the adjacent-lane 70
and/or so the other-vehicle 18 passes by more quickly. By way of
further example, the host-vehicle 12 may speed-up to get to an
exit-ramp (not shown) before the other-vehicle 18 begins pass.
[0017] In addition to the options described above, the controller
22 may be further configured to steer the host-vehicle 12 to change
the travel-lane 38 of the host-vehicle 12 when the projected-path
62 approaches the host-vehicle 12 to less than the
distance-threshold 66 if the host-vehicle 12 remains in the
biased-position 68. That is, the controller 22 may steer the
host-vehicle to affect a lane-change if moving to biased-position
68 is insufficient. With reference to FIG. 2, this may result in
the host-vehicle 12 steering completely onto the shoulder 52, i.e.
all four wheels on the shoulder. By way of further example, if the
host-vehicle 12 was traveling in the center-lane of a three-lane
expressway, and the other-vehicle 18 was traveling in the
left-lane, the host-vehicle 12 may change lanes to the right lane
to avoid being too close to the other-vehicle 18.
[0018] In addition to steering the host-vehicle 12 to avoid close
proximity by the other-vehicle 18, the controller may activate the
horn of the host-vehicle 12, and/or flash the headlights and/or
tail lights of the host-vehicle 12 in an attempt to get the
attention the operator of the other-vehicle 18 and/or warn any
other-vehicles (not shown) that the other-vehicle 18 is driving
erratically.
[0019] Accordingly, a steering-control system (the system 10), a
controller 22 for the system 10 and a method of operating the
system 10 is provided. The preference is for the host-vehicle 12 to
move to a position in the travel-lane 38 that is still within the
travel-lane 38 as illustrated in FIG. 2 rather than make a lane
change as the first action taken when the other-vehicle 18 gets too
close, i.e. closer than the distance-threshold 66. However, if
moving to the biased-position is insufficient, then as a secondary
option the host-vehicle 12 may executive a lane change.
[0020] While this invention has been described in terms of the
preferred embodiments thereof, it is not intended to be so limited,
but rather only to the extent set forth in the claims that
follow.
* * * * *