DE102018107340A1 - STEERING CONTROL - Google Patents

Abstract

A computing device in a vehicle may be programmed to determine a time to impact and a safe driving range and select one of a first and second haptic output based on (a) the safe driving range and (b) a predetermined time threshold. The computing device may deliver the first haptic output via a steering wheel when the time to impact is greater than the predetermined time threshold and the second haptic output via the steering wheel when the time to impact is less than or equal to the predetermined time threshold.

Description

GENERAL PRIOR ART

Vehicles may be equipped to operate in both an autonomous and occupant-controlled mode. Vehicles may be equipped with computing devices, networks, sensors and controls to obtain information about the environment of the vehicle and to control the vehicle based on the information. Further, a computing device may be provided with computing devices, networks, sensors and controls to obtain information about the occupants of the vehicle and to control the vehicle based on the information. Autonomous mode vehicles can provide passengers with the ability to move around their seat, interact with others, reset seats to sleep, or watch video screens without having to look at the road.

list of figures

• 1 is a block diagram of an example vehicle.
• 2 is a representation of an exemplary traffic scene.
• 3 is a representation of an exemplary traffic scene.
• 4 is a representation of two exemplary traffic scenes.
• 5 is a representation of an exemplary traffic scene.
• 6 is a representation of an exemplary traffic scene.
• 7 FIG. 12 is an illustration of an exemplary vehicle interior with a prompt indication. FIG.
• 8th FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 9 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 10 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 11 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 12 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 13 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 14 is an illustration of an exemplary haptic output.
• 15 is a representation of exemplary traffic density and blind spot signal diagrams.
• 16 is a representation of an exemplary comb circle.
• 17 is an illustration of a vehicle interior with a prompt front display.
• 18 FIG. 10 is a flowchart of an exemplary process for providing haptic output.
• 19 FIG. 10 is a flowchart of an exemplary process for providing haptic output.

DETAILED DESCRIPTION

Vehicles may be equipped to operate in both an autonomous and occupant-controlled mode. By a semi-autonomous or fully autonomous mode is meant an operating mode in which a vehicle can be controlled by a computing device as part of a vehicle information system with sensors and controls. The vehicle may be occupied or unoccupied, but in both cases the vehicle may be controlled without the assistance of an occupant. In the context of this disclosure, an autonomous mode is defined as a mode in which both vehicle propulsion (eg, via a powertrain including an internal combustion engine and / or an electric motor), braking, and steering are controlled by one or more vehicle computers; In a semi-autonomous mode, the vehicle computer (s) control one or two of vehicle propulsion, braking and steering.

Vehicles may be equipped with computing devices, networks, sensors and controls to control the vehicle and to determine maps of the surrounding real, ie physical, world including features such as roads. Based on the localization and identification of traffic signs in the surrounding real world, vehicles can be controlled and maps can be determined. By steering is meant steering the movement of a vehicle to move the vehicle along a road or other portion of a path.

Herein, a method is disclosed, comprising: determining a time to impact and a safe driving range, selecting one of a first and second haptic output based on (a) the safe driving range and (b) a predetermined time threshold, delivering the first haptic output via a steering wheel when the time to impact is greater than the predetermined time threshold and outputting the second haptic output via the steering wheel when the time to impact is less than or equal to the predetermined time threshold. The first haptic output may be a low urgency haptic output and the second haptic output may be a high priority haptic output.

The method may include estimating an occupant response time, wherein the time to impact may include the estimated occupant response time. The first and second haptic outputs may be output as a turning force on the steering wheel and the first and second haptic outputs may include a pattern that is one of a plurality of different patterns, each based on a perceived urgency. The time to impact can be displayed to an occupant.

The safe driving range can be displayed to an occupant and the safe driving range can be determined based on polynomials to the virtual steerable path. The safe driving range may be determined including determining a lane change maneuver, the predetermined time threshold being three seconds. The plurality of different patterns may include patterns classified in the order of perceived urgency, the plurality of different patterns each indicating a direction for steering based on the safe riding range. A lane change maneuver may be determined that allows a vehicle to maintain a predetermined speed and maintain a predicted lateral acceleration within a predetermined limit.

Further disclosed is a computer readable medium having stored thereon program instructions for performing some or all of the foregoing method steps. Also disclosed is a computer programmed to perform some or all of the foregoing method steps and includes a computing device programmed to determine a time to impact and a safe driving range, one of a first and second haptic output Basis of (a) select the safe driving range and (b) a predetermined time threshold, deliver the first haptic output via a steering wheel when the time to impact is greater than the predetermined time threshold, and deliver the second haptic output via the steering wheel, if the time to impact is less than or equal to the predetermined time threshold. The first haptic output may be a low urgency haptic output and the second haptic output may be a high priority haptic output.

The computer may be programmed to estimate an occupant response time, wherein the time to impact includes the estimated occupant response time, and to output the first and second haptic outputs as rotational force on the steering wheel, the first and second haptic outputs including a pattern which is one of a variety of different patterns based on time to impact. The computer may be programmed to indicate to an occupant the time to impact and to indicate to an occupant the safe driving range. The computer may be programmed to determine the safe driving range based on polynomials to the virtual steerable path, wherein the safe driving range may include a lane change maneuver and wherein the predetermined time threshold is three seconds.

1 is an illustration of a vehicle information system 100 that a vehicle 110 which is operable in an autonomous ("autonomous" means "fully autonomous" in this disclosure) and occupant controlled (also referred to as non-autonomous) mode according to disclosed implementations. The vehicle 110 further includes one or more computing devices 115 for performing calculations to control the vehicle 110 during the autonomous operation. The computing devices 115 may receive information regarding the operation of the vehicle from sensors 116.

The computing device 115 includes a processor and a memory as known. Further, the memory includes one or more forms of computer-readable media and stores instructions executable by the processor to perform various operations, including those disclosed herein. For example, the computing device 115 Programming to include one or more of vehicle brakes, drive (eg, acceleration control in the vehicle 110 by controlling one or more of an internal combustion engine, electric motor, hybrid engine, etc.), steering, air conditioning, interior and / or exterior lights, etc., and to determine if and when the computing device 115, in contrast to a human driver, such operations should control.

The computing device 115 can more than one computing device, eg. As controls or the like, in the vehicle 110 for monitoring and / or controlling various vehicle components, e.g. B. a powertrain control 112 , a brake control 113 , a steering control 114 etc. are included, involve or communicatively linked thereto, e.g. Via a vehicle communication bus, which is further described below. The computing device 115 is generally arranged for communication on a vehicle communication network, such as a bus in the vehicle 110 such as a Controller Area Network (CAN) or the like; the network of the vehicle 110 may include wired or wireless communication mechanisms such as the known, e.g. Ethernet or other communication protocols.

About the vehicle network, the computing device 115 Transmit messages to various devices in the vehicle and / or messages from the various devices, eg. As controls, actuators, sensors, etc., including the sensors 116 , received. Alternatively or additionally, in cases where the computing device 115 actually comprises a plurality of devices, the vehicle communication network is used for communication between devices, which are represented in this disclosure as the computing device 115. Further, as mentioned below, various controls or measuring elements of the computing device 115 Provide data via the vehicle communication network.

In addition, the computing device 115 for communicating via a vehicle infrastructure (FI) interface 111 with a remote server computer 120 , z. A cloud server over a network 130 configured, as described below, various wired and / or wireless networking techniques, e.g. Mobile, Bluetooth® and wired and / or wireless packet networks. The computing device 115 may communicate with other vehicles 110 be configured via the FI interface 111 using vehicle-vehicle (FF) networks that ad hoc between vehicles 110 be formed in the vicinity or formed via infrastructure-based networks. The computing device 115 also includes a non-volatile memory, as known. The computing device 115 may log information by forwarding the information for later retrieval and transmission over the vehicle communication network and a vehicle infrastructure (FI) interface 111 to a server computer 120 or a mobile user device 160 stored on the non-volatile memory.

As already noted, in instructions stored in the memory and by the processor of the computing device 115 generally, programming for operating one or more components of the vehicle 110 , z. As braking, steering, drive, etc., without intervention of a human driver included. Using the in the computing device 115 received data, eg. B. the sensor data from the sensors 116 , the server computer 120 etc., the computing device 115 may operate without a driver to operate the vehicle 110 make various determinations and / or control various components and / or operations of the vehicle 110. For example, the computing device 115 Programming involve a performance of the vehicle 110 such as speed, acceleration, deceleration, steering, etc., as well as tactical behavior, such as a distance between vehicles and / or a time span between vehicles, lane change, minimum distance between vehicles, minimal left turn over, time to arrival at a particular location and minimum time to arrive at an intersection (without traffic light) to cross the intersection, to regulate.

Controls, as used herein, include computing devices that are typically programmed to control a particular vehicle subsystem. Examples include powertrain control 112 , a brake control 113 and a steering controller 114. A controller may be an electronic control unit (ECU), as is known, possibly including additional programming as described herein. The controllers can be communicative with the computing device 115 and receive instructions to operate the subsystem according to the instructions. For example, the brake control 113 Instructions for operating the brakes of the vehicle 110 from the computing device 115 receive.

The one or more controls 112 . 113 . 114 for the vehicle 110 may include known electronic control units (ECUs) or the like, including, as non-limiting examples, one or more powertrain controls 112 , one or more brake controls 113 and one or more steering controls 114 belong. Each of the controls 112 . 113 . 114 may include respective processors and memory and one or more actuators. The controls 112 . 113 . 114 can with a communication bus of the vehicle 110 programmed and connected, such as a Controller Area Network (CAN) bus or a Local Interconnect Network (LIN) bus, to instructions from the computer 115 to receive and control actuators based on the instructions.

The sensors 116 may include a variety of devices known for providing data over the vehicle communication bus. For example, a radar attached to a front bumper (not shown) of the vehicle 110 is fixed, a distance of the vehicle 110 to a next vehicle in front of the vehicle 110 or a Global Positioning System (GPS) sensor installed in the vehicle 110 may provide geographic coordinates of the vehicle 110. The one by the radar and / or other sensors 116 provided spacing / distances or the geographic coordinates provided by the GPS sensor may / may be provided by the computing device 115 be used to the vehicle 110 operate autonomously or semi-autonomously.

The vehicle 110 is generally a land-based autonomous vehicle 110 that has three or more wheels, e.g. As a car, a light truck, etc. The vehicle 110 includes one or more sensors 116 , the FI interface 111, the computing device 115 and one or more controllers 112 . 113 . 114 ,

The sensors 116 may be programmed to data related to the vehicle 110 and the environment in which the vehicle 110 is operated to capture. For example, to the sensors 116 Altimeters, cameras, LIDAR, radar, ultrasonic sensors, infrared sensors, pressure sensors, accelerometers, gyroscopes, temperature sensors, pressure sensors, Hall sensors, optical sensors, voltage sensors, current sensors, mechanical sensors such as switches, etc. belong. The sensors 116 Can be used to capture the environment in which the vehicle 110 such as weather conditions, the inclination of a road, the position of a road or the positions of adjacent vehicles 110 , The sensors 116 can also be used to data, including dynamic data of the vehicle 110 relating to the operation of the vehicle 110, such as speed, yaw rate, steering angle, engine speed, brake pressure, oil pressure, on the controls 112 . 113 . 114 in the vehicle 110 applied power level, connectivity between components and the overall state of the electrical and logic of the vehicle 110 , capture.

2 is a representation of a traffic scene 200 where a vehicle 110 on a lane 206 driving on a road through a right lane marker 208 and a lane separation line 210 is defined. As above with respect to 1 discussed, the computing device 115 may be in the vehicle 110 a trajectory of the vehicle 110 including position, velocity, direction, lateral acceleration, and longitudinal acceleration, where the position is represented by XY coordinates in a plane that is substantially perpendicular to an underlying road, velocity and direction in the XY plane are measured, and transverse and longitudinal acceleration are defined with respect to directions perpendicular to the direction of travel of the vehicle 110 in the XY plane. The position, speed, direction as well as lateral and longitudinal acceleration can be determined by the computing device 115 for example, via the sensors 116 or determined by, for example, downloaded via the FI interface 111 map data. The computing device 115 may also be a polynomial to the steerable path 214 determine to future trajectories of the vehicle 110 in the XY plane based on the current trajectory of the vehicle 110 to forecast. The polynomial to the steerable way 214 in the traffic scene 200 represents the positional section of trajectories of the vehicle 110 in future periods. For each position of the vehicle 110, in the polynomial to the steerable path 214 is included, the computing device 115 may predict the speed, direction, and lateral and longitudinal acceleration to trajectories of the vehicle 110 in future time steps to predict, by the polynomial to the steerable way 214 be reproduced. In this case, for example, the time steps may not be longer than 100 milliseconds, so it is possible to make the polynomial the steerable way 214 for example, to refresh ten times a second.

In a polynomial to the steerable way 214 it is a series of n connected points in the XY plane, the predicted trajectories of the vehicle 110 at n future time steps. The n connected points are determined by a polynomial function in the XY plane, where the X and Y axes are determined by the direction of the vehicle 110 are determined, for example, wherein the X-direction is parallel to the direction of travel and the Y-direction is perpendicular to the direction of travel. The Chebyshev theorem states that n points can be exactly represented by a polynomial of degree (n-1). In this case, n points, where n may be a large number, for example greater than 100, can be represented by a polynomial of degree k, in which case k may be a number less than or equal to 3, for example. The n connected points in a polynomial to the steerable path 214 can be represented as a polynomial function in X and Y of degree k or less. For example, a polynomial can become the steerable path 214 10 Seconds of elapsed time and can be sampled at 100 milliseconds / sample of 100 or 10 Hz, giving n = 100 sample points. In this example, the n = 100 sample points in the polynomial can be steered 214 by a polynomial function in X and Y of the degree 3 or less, in this case of degree 1 , since the polynomial becomes the steerable path 214 can be represented by a straight line.

The polynomial function in X and Y of degree k or less, which represents the polynomial to the steerable path 214, may include one or more Bezier curves. Bezier curves are polynomial functions of degree k or less, each representing a disjoint subset of the n points, and taken together represent the entire set of n points. Bezier curves may be limited to being continuously differentiable, and limitations or limitations on permissible derivatives, e.g. B. limits the rates of change, without discontinuities. Bezier curves may also be constrained to fit boundaries of other reference curves so as to provide smooth transitions between subsets. By constraining Bezier curves, a polynomial can become a steerable path 214 by taking the rates of longitudinal and lateral acceleration necessary to steer a vehicle along the polynomial to the steerable path 214 are required, with a braking torque and driveline torque applied as positive and negative longitudinal acceleration and the steering torque is applied in clockwise and counterclockwise as left and right lateral acceleration. By determining the lateral and longitudinal acceleration to achieve predetermined target values within predetermined constraints within predetermined numbers of time periods, the polynomial may become the steerable path 214 used by a computing device to provide a polynomial to the steerable path 214 to determine that for the safe and comfortable control of the vehicle 110 can be used.

The computing device 115 a polynomial can become a steerable path 214 determine to future trajectories of the vehicle 110 to predict, and the polynomial to steerable way 214 update while the vehicle 110 after the polynomial to the steerable way 214 is controlled by a trajectory of the vehicle 110 is updated to determine an updated position, velocity and direction, and lateral and longitudinal acceleration, and the updated position, velocity, and direction with a predicted position, velocity, and direction and lateral and longitudinal acceleration from the polynomial to the steerable path 214 is compared. The computing device 115 may make this comparison of the updated trajectory of the vehicle 110 Use the predictive trajectory in theoretical control calculations to output to the controllers 112 . 113 . 114 which may determine the trajectory of the vehicle 110, for example, the difference between an updated trajectory and a polynomial to the steerable path 214 decrease in future time steps. Updating expenses of the vehicle 110 to the controls 112 . 113 . 114 in response to results of theoretical control calculations is in the autonomous and semi-autonomous (assisted) control mode of the vehicle 110 included as above with respect to 1 discussed.

Theoretical control calculations are calculations by which error signals can be determined based on a controllable process (eg, controlling the trajectory of the vehicle 110) through which the error signals are used in calculations and control signals for controlling the process (trajectory of the vehicle 110 ), which can reduce future error signals. Theoretical control calculations may be such that, despite undesirable or irrelevant input signal variation, including e.g. As signal noise, a stable output shows. Examples of theoretical control calculations that can be used to obtain a stable output are time series filters, such as Kalman filters, which can reduce output variation by filtering input signals with a time series filter. Time series filters may use multiple samples from an input signal sampled over multiple time steps to form a single output sample. The result is that theoretical Control calculations may require multiple time steps to obtain enough samples to provide a reliable output sample, where a reliable output sample is defined as an output sample that has a 99.99% probability of being correct within preset limits. This may result in a delay in generating reliable output samples after starting a new theoretical control calculation, for example, starting a determination of a new polynomial to the steerable path 214 , come.

In the traffic scene 200 , at the trajectories of the vehicle 110 through the polynomial to the steerable path 214 are reproduced, the computing device 115 determine that the vehicle 110 is a braking distance d to a parked second vehicle 204 achieved at a time to impact t _c , which is the time to travel the impact distance X ₀ at the current trajectory until reaching the braking distance d from the parked second vehicle 204 where the vehicle is 110 must be completely decelerated at this distance to prevent an impact. The computing device 115 may be programmed to determine that the vehicle is 110 a braking distance d from a parked second vehicle 110 approaching and, if an occupant indicates a brake intent to assist the occupant in the vehicle 110 along the polynomial to the steerable path 214 before the braking distance d from a parked second vehicle 204 to stop. An occupant may have a braking intention z. B. specify by pressing a brake pedal. Once the occupant indicates braking intent by operating a brake pedal, the computing device may issue commands through the controls 112 . 113 . 114 send to the vehicle 110 safely and comfortably stopping at a position before the braking distance d from a parked second vehicle 204, for example, regardless of the amount and duration of a brake pedal pressure exerted by the occupant.

In other cases, the second vehicle 204 on the lane 206 be controlled on a trajectory, the speed of the second vehicle 204 less than the speed of the vehicle 110 is. Rather than completely behind the second vehicle 204 slow down, the computing device can 115 in the vehicle 110 set the trajectory of the vehicle 110 such that the vehicle 110 at a distance d from the second vehicle 204 corresponding to the speed of the vehicle 204 is positioned to a separation between the vehicle 204 and the second vehicle 204 of at least the distance d. Controlling a vehicle in this manner may represent an operating mode of an adaptive cruise control program in the computing device 115.

In addition to and instead of stopping the vehicle 110 or adjusting the speeds with the second vehicle 204 can the computing device 115 a variety of virtual steering path polynomials 216 . 218 for steering the vehicle 110 on an adjacent track 220 determine without complete braking. In some cases, the computing device 115 may be the vehicle 110 control so that it maintains a constant speed. In these cases, the plurality of virtual steering path polynomials 216, 218 may represent steering paths that may not require the vehicle, for example 110 his speed is reduced. This may be the case if the computing device 115 an inmates supported by the controllers 112 . 113 . 114 so instructs that the speed of the vehicle 110 remains at a level selected by the occupant, e.g. Adaptive cruise control or "cruise control", including performing lane change maneuvers.

The multitude of virtual steering path polynomials 216 . 218 is represented by the ellipsis between the dashed lines representing the virtual steering path polynomials 216 . 218 play. The one of the plurality of virtual steering path polynomials 216 . 218 Enclosed area includes a safe driving area 228 , The plurality of virtual steering path polynomials 216, 218 are based on the computing device 115 determines that traffic on the adjacent lane 220 passing through the left lane marker 222 and a lane dividing line 210 is defined, it is the computing device 115 or allow the occupant to the vehicle 110 to control a lane change maneuver safely and comfortably, since the computing device virtual Wegpolynome 216 . 218 determined on the basis of given objectives and restrictions on lateral and longitudinal acceleration. The traffic on the adjacent lane and determining when a lane change maneuver can be performed will be related to 15 discussed.

The virtual path polynomials 216 . 218 can from the computing device 115 for controlling the vehicle 110 be used to perform a lane change maneuver, wherein the trajectory of the vehicle 110 from the polynomial to the steerable path 214 to a trajectory in a track width distance Y ₀ from the lane 206 to the adjacent lane 220 change while traffic on the adjacent lane, which is a third vehicle 224 and a fourth vehicle 226 includes, is avoided. The virtual Wegpolynome 216 . 218 may also be from the computing device 115 be used to prompt an occupant to perform a lane change maneuver, as in the 7 - 13 shown.

The virtual path polynomials 216 . 218 may also be used to prompt the occupant to enter an intention to perform a lane change maneuver. An occupant may enter an intention to perform a lane-change maneuver by, for example, applying a steering torque to a steering wheel 704 in the intended steering direction exercises. The computing device 115 may determine the intent of an occupant and execute a lane change maneuver based on occupant input exerted, for example, as torque on a steering wheel. The computing device 115 may prompt and execute an occupant for lane change maneuvers, including updating prompts and lane change maneuvers while the vehicle 110 in autonomous mode, occupant controlled mode, or occupant assisting (semi-autonomous) mode, including using adaptive cruise control, wherein the computing device is controlled 115 may be programmed to maintain a predetermined target speed, as long as traffic and road conditions permit.

15 is a representation with four diagrams, including a blind spot signal 1500 (Blind Spot Signal - BLIS) of the left lane, a traffic density 1504 (DENSITY) on the left lane, a blind spot signal 1502 (BLIS) of the right lane and traffic density 1506 (DENSITY) on the right lane. The computing device 115 in the vehicle 110 can get data from the sensors 116 Including video sensors, LIDAR sensors, radar sensors and ultrasonic sensors, use the traffic density 1504 . 1508 for vehicular traffic on the left and right adjacent lanes, for example the third vehicle 224 and the fourth vehicle 226 on the adjacent track 220 to determine. The computing device 115 may be data of the sensors 116 use to determine trajectories for vehicular traffic on the adjacent track in regions of adjacent tracks called "blind spot". Dead angles are regions of adjacent tracks that are not visible in rear-view mirrors or rearview video sensors of the vehicle 110 or in the peripheral field of view of the occupant and may include vehicle traffic.

The traffic density 1504 on the left lane and traffic density 1506 in the right lane provide a measure of traffic density 1508 on the left lane and traffic density 1510 graphically on the right lane as a function of time in seconds. Traffic density 1508 on the left lane and traffic density 1510 in the right lane are determined by combining certain trajectories for vehicles on the adjacent lane to determine the total traffic density on adjacent lanes. The blind spot signal 1502 the left lane and the blind spot signal 1504 The right lane graphically represents a measure of the presence or absence of a vehicle in a blind spot. The left lane blind spot signal 1516 and the blind spot signal 1524 the right lane are outputs that are equal to 1, if based on traffic density 1508 on the left lane or the traffic density 1510 in the right lane, it is determined that a vehicle is at a blind spot on an adjacent lane and is equal to 0 when it is determined that no vehicle is at a blind spot on an adjacent lane.

The blind spot signal 1516 the left lane and the blind spot signal 1518 For example, the right lane may be used to provide warning lights on left and right rearview mirrors of vehicles 110 turn.

The traffic density diagrams 1504 on the left lane and traffic density 1506 on the right lane also contain lines 1512 . 1514 that indicate when traffic density 1508 . 1510 low enough to allow a lane change maneuver to be performed. This is indicated by the hatched areas 1520 . 1522 . 1526 . 1528 . 1530 indicating lapses of allowable traffic density for lane change maneuvers for an adjacent left and right lane. The computing device 115 For example, this information can be used to point p1 and p2 in the traffic scene 200 and the time period represented by the distance between the points p1 and p2 can be determined to be completely within a hatched area for the respective adjacent track, depending on the direction of the lane change maneuver 1520 . 1522 . 1526 . 1528 . 1530 lies.

The through the hatched areas 1520 . 1522 . 1526 . 1528 . 1530 Reproduced periods are periods in which it is possible to perform a lane change maneuver; due to differences in the lanes of an adjacent lane 220 based on a current speed of the vehicle 206 However, some sections of the hatched areas may be assigned 1520 . 1522 . 1526 . 1528 . 1530 be unusable for a lane change maneuver. The computing device 115 can a Lane speed for an adjacent lane 220 based on the speed of the vehicle 110 and may determine when lane change maneuvers may be performed, while constraints on lateral and longitudinal acceleration and legal lane change restrictions based on lane markings including, for example, the lane break line 210 , be respected. Lane markings may be from the computing device 115 be determined using video sensors included in the vehicle 110, for example, to determine when it is the vehicle 110 can be made to perform a lane change maneuver, in which, for example, the number (single or double), color (yellow or white) and configuration (solid or dashed) of the lane separation line 210 is determined. It should be noted that adjacent lanes to the left or right of a current lane 206 and that the traffic speed in adjacent lanes faster or slower than the current speed of the vehicle 110 where the lane speed on left adjacent lanes is usually slower and slower on right adjacent lanes.

The lane speed for adjacent lanes may be determined, for example, by the on / off frequency of the blind spot signal 1516 the left lane and the blind spot signal 1518 the right lane. The computing device 115 may determine that lane change maneuvers may be performed by determining when a constant difference from the current speed of the vehicle 110 and the lane speed for an adjacent lane is constant for a predetermined interval. The computing device 115 may also input data from a cross traffic alert sensor that alerts an occupant when traffic is approaching from behind. Cross traffic warning sensors can alert an occupant if traffic is perpendicular to the rear of the vehicle 110 approaching, and are usually activated when the vehicle 110 is in reverse. Cross traffic alert sensors can be used to detect other vehicles approaching a blind spot of a vehicle and to determine if it is on the right lane or the left lane. This signal can be used with the blind spot signal 1518 the right lane and the blind spot signal 1516 the left lane to determine when lane change maneuvers should be performed.

The computing device 115 Traffic density on adjacent lanes, driving speed on adjacent lanes and cross traffic warning sensor information with information from other sensors 116 Include, for example, video sensors, radar sensors, and LIDAR sensors, to determine optimal periods of time during which lane change maneuvers are to be performed. The computing device 115 For example, recommended periods in which lane change maneuvers are to be performed may indicate an occupant using prompts. Requests are visual, audible or haptic (touch) issues provided to an occupant of a vehicle 110 to initiate control behavior by the occupant.

Prompts can be presented to occupants to recommend lane change maneuvers, including a haptic output via a steering wheel 704 . 1700 , as in 7 and 17 shown to be delivered with varying degrees of perceived urgency, as related to 14 discusses display prompts, as related to 7 - 13 discussed and audio warnings, the audible cues with varying intensity and varying degrees of perceived urgency, including, for example. synthetic human voices that can give warnings. The perceived urgency may be defined as the degree of urgency experienced by an occupant of a vehicle 110 in response to a prompt being issued via display prompts, haptic output, or auditory cues. The perceived urgency may be associated with a frequency, intensity, force, pattern, size or color and may be determined, for example, by psychophysical experiments using driving simulation.

Calls, the occupants of a vehicle 110 can be displayed with respect to lane change maneuvers, as discussed above, may be updated to reflect changes in vehicle traffic or conditions that, for example, change the availability of polynomials to the virtual steerable path. The prompts may also be updated to reflect occupant input in response to the prompt, including canceling the prompt if the occupant fails to respond within a predetermined time limit. The computing device 115 may record the responses that an occupant makes to various prompts and store the responses in nonvolatile memory. The recorded response information may be used to create an occupant profile that may be used to determine which prompts the computing device 115 could show the inmate in the future.

Referring again to 2 is the traffic scene 200 specified at a current time step in which the computing device 115 has determined a time to impact t _c , which is equal to the time that the vehicle 110 would require the collision distance X ₀ with the current trajectory to reach the brake distance d from the parked vehicle 204 to cover. The computing device 115 may determine an estimated occupant response time t _RT , which may be, for example, the time an occupant needs to respond to a request. Inmate requests are subsequently related to the 7 - 13 discussed. The estimated occupant reaction time T _RT is in the traffic scene 200 represented by the distance RT representing the vehicle 110 during this time at the current speed V ₀ travels. Thus, in the traffic scene 200 the first opportunity for the vehicle 110 to perform a lane change maneuver, after the vehicle 110 has traveled the distance RT to reach point p1 since the average occupant takes so much time to respond to a displayed prompt. The computing device 115 can a variety of virtual Lenkwegpolynomen 216 . 218 which starts at point p0 and from point p1 from the polynomial to the steerable path 214 and then from points on the polynomial to the steerable path 214 to the point p2, which is represented by the maneuvering distance X _m . The maneuver distance X _m is the distance that the vehicle 110 during the maneuvering time t _m at the current speed V ₀ can cover. The polynomials to the virtual steerable path 216,218 and the area therebetween include a safe driving range 228 for the vehicle 110 ,

In the safe driving range 228 it is an area in which the computing device 115 is a vehicle 110 can safely and comfortably execute a lane change maneuver, through one of the plurality of polynomials to the virtual steerable path 216 . 218 is reproduced after it has been determined in response to a request that the occupant intends to perform a lane change maneuver. The computing device 115 may determine that an occupant intends to perform a lane change maneuver, for example, by receiving an input from a steering wheel indicating that the occupant intends to turn left or right by turning the steering wheel counterclockwise or clockwise rotates. As discussed above, after it has been determined that the occupant intends to perform a lane change maneuver, when the vehicle is stationary 110 is located between the points p1 and p2 on the polynomial to the steerable path 214, the computing device 115 perform a control support and the controls 112 . 113 . 114 to instruct the vehicle 110 to one of the plurality of polynomials to the virtual steerable path 216 . 218 to control. In cases where the occupant does not indicate that a lane change maneuver is to be performed, after the maneuvering time t _{m has} elapsed at point p 2 and the vehicle 110 in a braking time t _s occurs, the time that the vehicle 110 needed to be safely and comfortably braked completely over the braking distance X _s , the computing device 115 the control of the vehicle 110 assist by braking fully before the braking distance d is reached.

The polynomials to the virtual steerable way 216 . 218 are polynomials to the virtual steerable path 216, 218 that are from the computing device 115 in theoretical control calculations for controlling the vehicle 110 from a current lane 206 to an adjacent lane 220, however, are currently being updated by the computing device 115 not to control the vehicle 110 used. At a time during the maneuvering time t _m , after an intention of the occupant to execute a lane change maneuver has been determined in response to a request, the computing device may transition from performing theoretical control calculations to control the vehicle 110 based on the polynomial to the steerable path 214 for performing theoretical control calculations for controlling the vehicle 110 based on one of the plurality of polynomials to the virtual steerable path 214 . 216 carry out. Given that theoretical control calculations may require multiple periods of time to produce reliable output samples, as discussed above, the entire plurality of polynomials begin to the virtual steerable path 214 . 216 by using a variety of common vehicle trajectory values with polynomials to steer the path 214 Splits. In this way, when the shift is made, the theoretical control calculations may be based on the same vehicle trajectory values and reliable samples output without interruption by the changeover. The polynomial selected for the transition to the virtual steerable path 214 . 216 can be a polynomial to the virtual steerable path 214 . 216 far enough from the polynomial to the steerable path 214 in the future, it is the computing device 115 to enable the vehicle 110 safe and comfortable for performing the lane change maneuver by controlling the vehicle 110 based on the virtual path polynomial 214, 216 to control.

3 is a representation of a traffic scene 300 in which a vehicle 110 on a lane 306 passing through a right lane boundary 308 and a lane marker 310 is defined, based of the steering path polynomial 314 is controlled. The traffic scene 300 includes a polynomial to the virtual steerable path 316 , which is defined to start at a point p0, passing it with the polynomial to the steerable path 314 for a period of time and then from the polynomial to the steerable path 314 branches off at point p1 and at a trajectory of the vehicle 110 on the adjacent lane 320 passing through a left lane boundary 312 and a midline 310 in a track width distance Y ₀ from the polynomial to the steerable path 314 is defined, in one direction, with the adjacent lane 320 matches, and at a speed that matches the traffic on the adjacent lane 320 matches, ends.

The polynomial to the virtual steerable way 316 may include a non-zero longitudinal and lateral acceleration. For example, a lane change maneuver may be accomplished by two periods of non-zero lateral acceleration, the first being during the period from p1 to p2, where the polynomial is the virtual steerable path 316 has a constant left lateral acceleration equal to a _y , where the centripetal force equals a mass equal to the vehicle 110 is generated in a circle with the radius r1, then from p1 to p2 the polynomial to the virtual steerable path 316 a right lateral acceleration equal to a _y , where the centripetal force is equal to the force generated on a mass equal to the vehicle 110 in a circle of radius r 2. At point p3, the vehicle points 110 a trajectory parallel to and a track width distance of Y ₀ from the polynomial to the steerable path 314 from, where Y ₀ = r1 + r2. The lateral acceleration values and the speed of the vehicle 110 are combined to the maneuvering distance X _m and thus the speed with which the vehicle 110 performs a lane change maneuver to determine. Combining lateral acceleration and speed will be discussed below 4 discussed. Transverse acceleration values may include restrictions imposed on occupant comfort, in addition to drive limitations, such as in the context of the circle 1600 in 16 discussed. A high lateral acceleration can be uncomfortable for occupants and the computing device 115 may be programmed to avoid high lateral and longitudinal acceleration values except for emergencies in which the avoidance of an impact, for example. may depend on a high lateral or longitudinal acceleration or deceleration.

wobei das Spurwechselmanöver über einen Manövrierentfernung X_M und mit einer Geschwindigkeit V₀ erfolgt, wobei: $$X_M=T_M{V}_0$$

In the traffic scene 300 the vehicle is approaching 110 a stationary vehicle or other object on the lane 306 with an initial velocity V ₀ and an initial distance represented by the crash distance X ₀ , from a brake distance d (onset of frontal crash warning) along a polynomial to the steerable path 314 from which a lane change maneuver can be determined. A polynomial to the virtual steerable way 316 can be determined to be from the polynomial to the steerable path 314 at a point p1 after a certain estimated occupant reaction time t _RT during which the vehicle 110 can cover a path RT deviates. The polynomial to the virtual steerable way 316 based on a track width Y ₀ , around which the vehicle is 110 must move across to get into an adjacent lane 320 to move. The required lane change maneuver time T _M depends on the applicable peak lateral acceleration and the transverse distance to be traversed (see below). This maneuvering time is always subject to the restriction that the maneuvering trajectory is to be performed while maintaining a comfortable distance to the preceding vehicle on the original lane. To illustrate the relationship between the lane change maneuvering time and the traveled longitudinal distance, the following simplified example is to be considered. Assuming a constant lateral acceleration, the required lane change maneuver time is as follows: $$T_M=\sqrt{\frac{2Y_0}{a_y}.}sin\mathrm{<figure-callout\; id="0"\; label="c\; e\; Y"\; filenames="DE102018107340A1\_0024.png"\; state="\{\{state\}\}">c\; </figure-callout>}e{Y}_{}{}_0=\frac{1}{2}{a}_y{T}_M^2$$

wherein the lane change maneuver is over a maneuver distance X _M and at a speed V ₀ , wherein: $$X_M={\mathrm{<figure-callout\; id="0"\; label="T\; M\; V"\; filenames="DE102018107340A1\_0024.png"\; state="\{\{state\}\}">T\; </figure-callout>}}_M{V}_{}{}_0$$

Based on equation (1), the range of lane change maneuver times T _M , that for the polynomial to the steerable path 316 can be achieved based on the range of achievable lateral accelerations a _y . A vehicle 110 equipped with new wheels, for example, can achieve a maximum lateral acceleration a _y of about 1 gravitation (g) or an acceleration of about 9.8 m / s ² on a dry track. In other cases, a vehicle could 110 For example, having worn tires, on a wet track, for example, can only achieve a 0.5g lateral acceleration before it skids. The range of available lateral acceleration a _y is also based on a braking of the vehicle 110 in that, when a braking torque is applied, a (negative) longitudinal acceleration is generated and the total acceleration of the vehicle 110 based on both the lateral acceleration a _y (steering) and on the longitudinal acceleration (braking). Thus, for example, the application of a braking torque may result in less lateral acceleration a _{y being} available, thereby increasing lane change maneuver time T _M.

In a traffic scene 300 can the vehicle 110 For example, avoid a stationary vehicle by braking, steering or a combination of braking and steering. In cases where an inmate the vehicle 110 controls, brakes an occupant in general, even if, for example by steering alone a stationary vehicle could have avoided and a target speed could have been met more accurately. The computing device 115 Can the occupant control the vehicle 110 assist by performing a lane change maneuver to avoid a stagnant vehicle. The computing device 115 may be a polynomial to the steerable path 316 based on the available lateral acceleration a _y determine. For example, the available lateral acceleration a _y may be based on determining a longitudinal acceleration due to an occupant's braking.

wobei die kombinierte Beschleunigung g in einem kammschen Reibkreis 1600 grafisch dargestellt werden kann, wie in 16 gezeigt, wobei g als ein Abstand zwischen der Mitte der Brems-/Beschleunigungsachse und der Linksabbiegungs-/Rechtsabbiegungsachse und einem 1-g-Kreis 1602, der eine kombinierte Beschleunigung von 1 g wiedergibt, grafisch dargestellt ist. Eine kombinierte Quer- und Längsbeschleunigung, die eine nach unten gerichtete Kraft von 1 g zur Folge hat, gibt wieder, was unter Idealbedingungen erreicht werden kann. Im Allgemeinen weist der kammsche Reibkreis einen kleineren Radius auf rutschigen Straßen, bei abgenutzten Reifen usw. auf. Der Reibungskoeffizient µ kann hinzugefügt werden, um diese Reibungsverringerungen zu erfassen: $$\mu a_t=\sqrt{a_x^2+a_y^2}$$

16 is a representation of a comb friction circle 1600 in which the lateral acceleration a _y and the longitudinal acceleration a _x due to braking and steering can be plotted according to their values. The kammsche friction circle 1600 for example, shows a net downward acceleration force due to gravity = 1 g = 9.8 m / s ² or 32 ft / s ² applied to the vehicle 110 acts. The relationship between lateral and longitudinal acceleration is given by the Pythagorean theorem: $$\text{G}=\sqrt{a_x^2+a_y^2}$$

wherein the combined acceleration g in a comb friction circle 1600 can be graphically represented as in 16 wherein g is plotted as a distance between the center of the brake / acceleration axis and the left turn / right turn axis and a 1 g circle 1602 representing a combined acceleration of 1 g. A combined lateral and longitudinal acceleration, which results in a downward force of 1 g, reflects what can be achieved under ideal conditions. In general, the comb friction circle has a smaller radius on slippery roads, worn tires, and so on. The friction coefficient μ can be added to detect these friction reductions: $$\mu a_t=\sqrt{a_x^2+a_y^2}$$

Based on these equations, lateral and longitudinal accelerations can be compensated within the limits of tire adhesion. Maximum braking is achieved, for example, when there is no turning or steering. Likewise, maximum lateral acceleration is achieved when there is no simultaneous braking or acceleration. Within the 1-g-circle 1602 on the Kammschen friction circle 1600 The tires of the vehicle 110 maintain grip on the road at any combination of lateral or longitudinal acceleration. Outside the circle, the tires of the vehicle slip 110 , resulting in loss of control of the vehicle 110 can lead. The available lateral acceleration can be calculated using the following equation: $$a_y=\sqrt{{\left(\mu a_t\right)}^2-a_x^2}$$

The compensation between lateral acceleration a _y and longitudinal acceleration a _x may be in a comb-shaped friction circle 1600 graphically and summarized in Table 1, which lists nine different combinations of lateral acceleration a _y and longitudinal acceleration a _x combined to produce a downward force of 1 g. Table 1. longitudinal acceleration lateral acceleration total acceleration 0 1 1.0 0.3 0.95 1.0 0.4 0.92 1.0 0.5 0.86 1.0 0.6 0.8 1.0 0.7 0.71 1.0 0.8 0.6 1.0 0.9 0.45 1.0 1 0 1.0

Compensation between longitudinal and lateral acceleration

wobei die Querbeschleunigung a_y eine Sinusfunktion der Zeit t, der beabsichtigten Spurwechselentfernung Y_o und der Spurwechselmanövrierzeit T_m ist. Die Gleichung (9) stellt, wenn sie nach Zeit integriert wird, eine Kosinusfunktion der Zeit t zur Quergeschwindigkeit bereit: $$\text{v}=\frac{Y_0}{T_M}\left[1-\text{cos}\left(\frac{2\pi }{T_M}t\right)\right]+v_0$$

wobei v₀ eine Anfangsgeschwindigkeit ist. Aus der Integration der Geschwindigkeit nach Zeit geht eine Formel zur Querverschiebung s hervor: $$s=\frac{Y_0}{T_M}t-\frac{Y_0}{T_M}\text{sin}\left(\frac{2\pi }{T_M}t\right)+v_{0}t+d_0$$

wobei d₀ eine Anfangsverschiebung ist. Diese Querverschiebungsfunktion kann ein Spurwechselmanöver wiedergeben, das zum Beispiel durch ein oder mehrere Polynome zum lenkbaren Weg 216-218 wiedergegeben wird, und kann daher verwendet werden, um einen sicheren Fahrbereich 228 zu bestimmen.The available versus required lateral acceleration may be determined based on one or more lane change maneuver profiles modeled as a sine function of time t by the following equation: $$a_y=A\text{sin}\omega t=\frac{2\pi Y_0}{T_m^2}\text{sin}\left(\frac{2\pi }{T_M}t\right)$$

wherein the lateral acceleration a _{y is} a sine function of the time t, the intended lane departure Y _o, and the lane change maneuver time T _m . Equation (9), when integrated by time, provides a cosine function of time t at the transverse velocity: $$\text{v}=\frac{Y_0}{T_M}\left[1-\text{cos}\left(\frac{2\pi }{T_M}t\right)\right]+{\mathrm{<figure-callout\; id="0"\; label="v"\; filenames="DE102018107340A1\_0024.png"\; state="\{\{state\}\}">v</figure-callout>}}_0$$

where v _{0 is} an initial velocity. From the integration of speed to time, a formula for the lateral displacement s emerges: $$s=\frac{Y_0}{T_M}t-\frac{Y_0}{T_M}\text{sin}\left(\frac{2\pi }{T_M}t\right)+v_{0}t+{\mathrm{<figure-callout\; id="0"\; label="d"\; filenames="DE102018107340A1\_0024.png"\; state="\{\{state\}\}">d</figure-callout>}}_0$$

where d _{0 is} an initial shift. This lateral shift function may represent a lane change maneuver, for example, by one or more polynomials to the steerable path 216 - 218 is reproduced, and therefore can be used to a safe driving range 228 to determine.

von zwei Faktoren abhängig ist. Bei einem handelt es sich um die beabsichtigte Spurwechselentfernung Y₀ oder die seitliche Entfernung von der ursprünglichen Spur zu der Zielspur. Bei dem anderen Faktor handelt es sich um die (das Quadrat der) Spurwechselmanövrierzeit (T_m) oder Manöverabschlusszeit. Die Spitzenbeschleunigung kann wiederum anhand des kammschen Kreises 1600 bestimmt werden, der auch als kammscher Kreis bezeichnet werden kann. In einem Beispiel beträgt, wenn der Reibungskoeffizient (µ) zwischen der Straße und den Reifen bei 0,7 liegt und kein Bremsen stattfindet, die verfügbare Spitzenquerbeschleunigung 0,7 g oder 6,86 m/s². Dahingegen könnte sich durch eine nasse Spur oder eine Kombination aus Bremsen und Lenken die verfügbare Spitzenquerbeschleunigung auf 0,3 g oder sogar weniger bei Kombination mit Abbremsung oder Beschleunigung verringern.The available lateral acceleration a _y can be displayed in real-time prompting 702 . 1702 be inserted, providing a safe driving range 228 indicate on the basis of a maximum achievable lateral acceleration a _y and either on the dashboard 708 of a vehicle 110 attached or as a front display (heads-up display - HUD) 1716 on a windshield 1712 of a vehicle 110 be projected as related to the 7 - 13 and 17 described. The safe driving range 228 may be based on lane-change maneuvers modeled at a first approximation as a sine function of the time t for the lateral acceleration a _y , as shown in the foregoing equation (9), where the peak lateral acceleration $\left(A=\frac{2\pi Y_0}{T_M^2}\right)$

depends on two factors. One is the intended lane departure Y ₀ or the lateral distance from the original lane to the destination lane. The other factor is the (the square of) lane change maneuver time (T _m ) or maneuver completion time. The peak acceleration can in turn be based on the comb circle 1600 can be determined, which can also be referred to as a kammscher circle. In one example, when the coefficient of friction (μ) between the road and the tire is 0.7 and no braking occurs, the available peak lateral acceleration is 0.7 g or 6.86 m / s ² . On the other hand, a wet track or a combination of braking and steering could reduce the available peak lateral acceleration to 0.3 g or even less when combined with deceleration or acceleration.

Terms in the formula for peak lateral acceleration may be switched to A in the formula to determine the square of the lane change completion time at a respective particular intended lane departure distance Y ₀ . For example, suppose an available peak lateral acceleration of 0.25 g (1.96 m / s ² ) and Y ₀ = 3.66 m (ie, a lateral displacement of 12 ft. Between the center of a track and the center of the adjacent track) , Then the required lane change completion time can be calculated as 3.06 s (9.39 s ² ). Since the lane change maneuver time must be sufficient to complete the maneuver within the remaining distance to safely and comfortably overtake a preceding vehicle, the achievable peak lateral acceleration may be used to determine the last point at which the maneuver can begin and the resulting geometry the trajectory acting as a safe driving range 228 can be displayed to determine.

4 is a representation of two traffic scenes 400 . 402 , The traffic scene 400 includes a vehicle 110 that on a track 406 by lane markings 410 . 412 is defined along a polynomial to the steerable path 418 moves. The traffic scene 400 includes polynomials to the virtual steerable path 420 . 422 , the lane change maneuvers to adjacent lanes 424 . 426 passing through a left lane boundary 414 , the lane markers 410, 412 and a right lane boundary, respectively 416 are defined. The lateral acceleration values used to determine the polynomials to the virtual steerable path 420 . 422 can be used based on target values, which vary according to the speed of the vehicle 110 and predetermined restrictions for maintaining a distance d between a second vehicle 408 and the vehicle 110 judge. The distance X _{1 represents} the estimated occupant reaction time distance RT plus the maneuvering time distance X _m and the braking time distance X _s as previously described in connection with FIG 2 discussed.

In the traffic scene 402 drives a vehicle 428 on a track 430 , which is defined by lane markings 434, 436, along a polynomial to the steerable path 438 , The traffic scene 402 includes polynomials to the virtual steerable path 442 . 444 , the lane change maneuvers to adjacent lanes 446 . 448 passing through a left lane boundary 440, the lane markings 434 . 436 and a right lane boundary 450 are defined. In this case, those for determining the polynomials to the virtual steerable path 442 . 444 used lateral acceleration values equal those of the traffic scene 400 be; however, as the speed of the vehicle 428 greater than the speed of the vehicle 110 is the distance X ₂ that is required to get away from the vehicle 432 keep, greater than the distance X ₁ in the traffic scene 400 ,

5 is a representation of a traffic scene 500 , As with the traffic scene 200 out 2 has the computing device 115 a polynomial to the steerable path 514 and polynomials to the virtual steerable path 516 . 518 providing a safe driving range 520 form, the by ellipsis (ie, the three dots), the distances RT, X _m, X _s and X ₀ and the points indicated p1 and p2, determined at an initial time step, after which a prompt is displayed to a passenger. At a time step after the initial time step, the vehicle may 110 have a trajectory which the vehicle 110 in the traffic scene 500 shown position in which the vehicle 110 no longer along the polynomial to the steerable path 514 is controlled, and can become the computing device 115 Thus, to control no longer on the polynomial to the steerable way 514 support. This can be done, for example, by normal operation of the vehicle 110 caused by occupant inputs via a steering wheel, or may be caused by an error in controlling the vehicle 110 through the computing device 115 can be caused or by a natural force acting on the vehicle 110 acts, such. B. Crosswind or a danger on the road, such as a pothole caused.

In this case, the computing device 115 the polynomial to the steerable path 514 and the polynomials to the virtual steerable path 516 . 518 to allow the computing device to continuously generate reliable trajectory updates. The computing device 115 may convert the polynomial to the steerable path 514 with an updated polynomial to the steerable path 512 and the polynomials to the virtual steerable path 516 . 518 with an updated polynomial to the virtual steerable path 522 for example, which includes a new point p3 indicating when theoretical control calculations from the updated polynomial to the steerable path 512 to the updated polynomial to the virtual steerable way 522 can be converted. The computing device 115 may further include the safe driving range 520 update it to make the updated polynomial the steerable way 522 includes, and the virtual polynomials to the virtual steerable path 516 . 518 delete that from the vehicle 110 are no longer available. By updating the polynomial to the steerable path 512 and the polynomial to the virtual steerable path 522 can the computing device 115 Deliver high-reliability trajectory updates without interruption when moving from the updated polynomial to the steerable path 514 to the updated polynomial to the steerable path 522 surrounded. The computing device may further update the request displayed to the occupant input, including an updated safe driving area 520.

6 is a representation of a traffic scene 600 , which is an example of updating a virtual steering path polynomial 618 based on input from an occupant. In the traffic scene 600 can a vehicle 110 on a lane 604 to be controlled. A computing device 115 in the vehicle 110 a polynomial can become a steerable path 614 and a polynomial to the virtual steerable path 618 which start at the time represented by the point p1. At a time represented by the point p2, the computing device 115 from the polynomial to the steerable path 614 to the polynomial to the virtual steerable way 618 change as previously related to 2 discussed. At a time represented by the point p3, the computing device 115 For example, determine that driving the vehicle 110 along the polynomial to the virtual steerable path 618 not the best way to steer. This may be due to an input from an occupant of a vehicle 606 take place, for example, a rotational force or torque on a steering wheel in a direction opposite to the direction in which the vehicle 606 currently along the virtual steering path polynomial 618 which indicates an intent that is from the polynomial to the virtual steerable path 618 abort lane change maneuvers.

In this case, the computing device 115 Determine that if sufficient distance to brake the vehicle 110 remains before the braking distance d behind a second vehicle 606 is reached, a polynomial to the virtual steerable path 620 by reversing sections of the virtual path polynomial 618 be determined to the vehicle 110 to a trajectory on the lane 604 including switching from the polynomial to the virtual steerable path 618 to the polynomial to the virtual steerable path 620 and controlling the vehicle along the polynomial to the virtual steerable path 620 including a full brake behind the second vehicle 606 ,

In other cases, an occupant may enter an intention to cancel a lane-change maneuver based on the occupant sensing, for example, that the vehicle 606 accelerated or off the traffic lane 604 turns, leaving the vehicle 606 and the braking distance d from the traffic scene 600 be removed. In these cases, the polynomial can become the virtual steerable path 620 the vehicle 110 to a trajectory, which in the polynomial to the steerable path 614 is included with an updated position on the lane 604 without full braking by shifting section of the polynomial to the steerable path 618 reverses, making the polynomial a virtual steerable path 620 is generated, and the vehicle 110 along the polynomial to the virtual steerable path 620 at the speed and in the direction in which originally on the polynomial to the steerable path 614 was controlled controls.

In other cases, canceling a lane change maneuver may be due to changes in traffic on an adjacent lane 628 are caused to occur after the computing device returns to the steerable path after point p2 from the polynomial 614 to the polynomial to the virtual steerable way 618 but before the lane change maneuver is completed at point p4. For example, the computing device 115 determine that the polynomial becomes the virtual steerable path 618 due to changes in traffic on the adjacent lane 628 including changes in the trajectories of a third vehicle 624 and / or fourth vehicle 626 , no good steering is more. For example, changes in the trajectories of the third vehicle 624 and / or fourth vehicle 626 that from the computing device 115 over the sensors 116 when driving the vehicle 110 along the polynomial to the virtual steerable path 618 determine cause the computing device 115 to determine that further controlling the vehicle 110 along the polynomial to the virtual steerable path 618 to a collision with the third vehicle 624 or fourth vehicle 626 would drive or the vehicle 110 would cause a position on the adjacent lane 628 to take the closer to the third vehicle 624 or fourth vehicle 626 would be as given limits. As with others previously related to the 2 - 5 lane change maneuvers discussed may be canceling a lane change maneuver as being symmetrical with respect to an adjacent right lane and adjacent left lane and with traffic on the adjacent lanes, slower or faster than the vehicle 110 is to be understood.

7 is a representation of an interior portion of a vehicle 700 with a view to the front. The vehicle interior 700 includes a prompt indicator 702 , a steering wheel 704 an occupant control interface 706, a dashboard 708 for receiving or holding the prompt indication 702, a steering wheel 704 and a windshield 710 , The prompt indicator 702 may be, for example, a programmable color display located in front of an occupant in a position for controlling a vehicle and behind a steering wheel 704 through which it is visible is located. The prompt indicator 702 can be used to provide information and prompts related to controlling the vehicle 700 based on a safe driving range 520 display. The 8th - 13 are detailed representations of a prompt display 702 that displays prompts that can be displayed, for example, while the vehicle is on 700 performs a lane change maneuver.

In addition to or instead of a prompt ad 702 can a vehicle 1700 a Heads Up Display (HUD) 1712, as in 17 shown to include prompts for an occupant. 17 is a representation of an interior of a vehicle 1700 with a view to the front. The vehicle interior 1700 includes a prompt indicator 1702 , a steering wheel 1704 an occupant control interface 1706, a dashboard 1708 and a windshield 1710 to which the computing device 115 can project a 1712 Heads Up Display (HUD). The prompt HUD 1712 can provide an inmate with the same information as in the 8th - 13 For example, showing a safe driving range 1714 , a way request 1716 which is a future position for the vehicle 1700 and maps a maneuvering time, and a steering request 1718 , which, for example, maps the steering direction with time indicators. In addition, since the prompt HUD 1712 on the windshield 1710 is projected to give a normal view of the real world through the windshield 1710 to enable a real vehicle 1720 through the windshield 1710 and the prompt HUD 1712 be seen. The prompt HUD 1712 can provide information regarding a safe driving range 1714 with the future position of the vehicle 1700 combine to give an occupant a clear indication of the best direction for controlling the vehicle 1700 or in cases where the computing device 115 the vehicle 1700 controls where to place the computing device 115 the vehicle 1700 plans to provide. This may be important in cases where an impact is imminent, for example, to allow the occupant to see the computing device 115 a safe path for the vehicle 1700 predicts while the lane change maneuver is being executed.

8-13 are representations of a prompt ad 800 . 900 . 1000 . 1100 . 1200 . 1300 in which changes of the display are depicted, which may occur, for example, while a lane change maneuver is being executed. 8th Figure 12 is an illustration of a prompt message 800 with a message area 802 , a prompt area 804 , a digital speedometer 806 , an analogue speedometer 808 , an entertainment system ad 810 , a fuel gauge 812 , a powertrain display 814, an odometer display 816 and a time and temperature display 818. While the prompt display 800 is displayed, a vehicle 110 may be in an autonomous or occupant assisting mode, wherein a computing device 115 the vehicle 110 for periods without input from an occupant can control or the vehicle 110 can be controlled by an occupant. In the prompt display 800 includes the message area 802 the message "PLEASE TAKE CONTROL", which instructs an occupant to begin steering the vehicle 110 when driving the vehicle 110 not already controls. This message is indicated by a steering wheel symbol 820 affirms that in the prompting area 804 is shown. The computing device 115 may prompt an occupant to take control of a vehicle 110 after determining that a lane change maneuver is required to maintain a predetermined speed. For example, an occupant may speed up using an adaptive cruise control program in the computing device 115 pretend to maintain a constant vehicle speed ("cruise control").

9 is a representation of a prompt display 900 , where the message display 902 the message "PLEASE FOLLOW STEERING INSTRUCTIONS" instructs the inmate to do so in the prompt area 904 to follow the instructions displayed. The prompt area 904 includes a steering wheel icon 906 that reminds an inmate that the computing device 115 has determined that an inmate is the vehicle 110 should control, and a safer-driving range indicator 908 that is a vehicle symbol 910 and an arrow symbol 912 including a legend describing the number of seconds remaining until the end of the maneuvering time t _m and the beginning of the braking time t _s , such as in FIG Related to 2 discussed. The safe driving range indicator 908 includes display elements that instruct an occupant to use the vehicle, using colored graphics 110 steer safely and comfortably through a lane change maneuver.

10 is a representation of a prompt display 1000 , where the prompt area 1004 the safer driving range display 1008 including a vehicle symbol 1010 , includes. In this case, the safe driving range indicator will tell 1008 the time course after which an occupant is to perform a lane change maneuver by the vehicle symbol 1010 in comparison to the safer driving range display 1008 is larger and the arrow symbol 1012 is provided with a timing indicator (black bar) and a legend indicating, for example, that 5 seconds remain until the end of the maneuvering time t _m . 11 is a representation of a prompt display 1100 wherein the prompt area 1104 is a safe cruising range indication 1108 including a vehicle symbol 1110 compared to the safer driving range display 1108 even larger, and an arrow icon 1112 with two timing indicators (two black bars) and a legend indicating that 3 seconds remain until the end of the maneuvering time t _m , giving an even greater perceived urgency of performing a lane change maneuver than the prompt display 1000 is specified.

12 is a representation of a prompt display 1200 wherein the time remaining until the end of the maneuvering distance is shorter than 3 seconds, and wherein the prompting area 1204 is the safer driving range display 1208 including a vehicle symbol 1210 compared to a safer driving range indicator 1208 is shown much larger, and a large arrow symbol 1212 which may be represented, for example, in a color, such as red, and may flash to indicate urgency. This prompt 1200 may reflect a last prompt message that would request a passenger input. If an inmate does not respond to the prompt messages 800 . 900 . 1000 . 1100 . 1200 has reacted, the computing device can 115 cancel the request and, for example, be no longer ready to receive an occupant input and continue to be controlled in the current mode. The computing device 115 can wait until the next opportunity arises to perform a lane change maneuver, as discussed below 15 described, or in other cases, for example, take control and the vehicle 110 completely decelerate. 13 is a representation of a prompt display 1300 which is shown after the successful completion of the lane change maneuver or after canceling the lane change maneuver. The prompt area 1304 includes a safe driving area 1308 without a vehicle symbol, which represents a free lane to the front, and a tick symbol 1312 to identify a successful maneuver.

Referring again to 7 can the steering wheel 704 further from the computing device 115 used to prompt an occupant to perform a lane change maneuver by making a haptic output on the steering wheel 704 to prompt an occupant to perform a lane change maneuver or indicate an intention to perform a lane change maneuver. A haptic output refers to information that is sent to a passenger via the sense of touch. A haptic output may be achieved by applying a force to an object that is being touched by an occupant, in this case a torque or torque acting on a steering wheel 704 of a vehicle 110 is generated. A haptic output can be used in combination with visual prompts, as previously described in connection with FIGS 8-13 discussed. For example, visual prompts may instruct an occupant to place his hands on the steering wheel to allow a haptic output to be sensed by the occupant. A haptic output may be applied to a steering wheel 704, for example, by applying a rotational force or torque to the steering wheel 704 via an electric motor. A haptic output may be a steering direction by applying a torque to the steering wheel 704 in a clockwise or counterclockwise direction, with clockwise torque indicating rightward steering and counterclockwise torque indicating leftward steering.

14 shows two diagrams 1400 . 1402 patterns of haptic output plotted as force in Newton versus time in seconds. The first diagram 1400 shows a first pattern 1404 from three pulses to 3.0 Newton, over a period of 1.0 second as torque or torque on a steering wheel 704 . 1704 be exercised. The second diagram 1402 shows a second pattern 1406 from three pulses to 1.5 Newton, over a period of 1.0 second as torque or torque on a steering wheel 704 . 1704 be exercised. The torque or torque can be applied to the steering wheel 704 . 1704 via an electric actuator, such as a motor or a solenoid, be discharged, the or with the steering wheel 704 . 1704 is operatively connected and operated by the computing device 115 controlled. The first pattern 1404 For example, inmates may perceive it as more urgent as the second pattern 1406 , Inmates can perceive up to ten levels of urgency, as reflected by patterns of haptic output pulses.

Based upon the pattern and intensity of the haptic output, one or more patterns of a plurality of patterns of haptic output pulses may be generated by occupants of the vehicle 110 can be perceived as haptic issues of low urgency and can include one or more patterns of haptic output pulses from occupants of the vehicle 110 perceived as haptic issues of high urgency. The perceived urgency of haptic issues can be determined, for example, by psychophysical experiments using driving simulation. In the in the 8-13 For example, the example shown may be any prompt indication 800 . 900 . 1000 . 1100 . 1200 . 1300 with a pattern of haptic output on a steering wheel 704 to indicate the direction of steering and the urgency of steering on the basis of the remaining maneuvering time t _m , as related to 8th - 13 discussed. By combining the haptic output with the prompt displays 800 . 900 . 1000 . 1100 . 1200 . 1300 For example, the estimated occupant response time for performing a lane change maneuver may be compared to the prompt displays 800 . 900 . 1000 . 1100 . 1200 . 1300 reduce alone.

18 is an illustration of a flowchart of a process 1800 for a haptic output based on a road to safe driving and a time to impact with respect to the 1 - 17 is described. The process 1800 can by a processor of the computing device 115 by using, for example, information from sensors 116 as input and executing instructions and control signals via the controllers 112 . 113 . 114 be sent. The process 1800 includes several steps that are taken in the order disclosed. The process 1800 also includes conversions involving fewer steps, or may include the steps taken in other orders.

The process 1800 starts at step 1802 in which a computing device 115 in a vehicle 110, for example, a safe route by determining a polynomial to the steerable path 214 and polynomials to the virtual steerable path 216 . 218 can determine who has a safe guideway 228 and a time to impact t _s based on an estimated occupant reaction time t _RT , a maneuver time t _m, and a brake time ts, as described _above with respect to 2 discussed. At step 1804 For example, the computing device may determine if the time to impact is greater than three seconds, or less than or equal to three seconds. In the case where the time to impact is less than or equal to three seconds, the process branches 1800 to step 1806 in which the haptic output is set to a high torque pattern as described above with respect to FIG 14 discussed. This sets the haptic output to a high-priority pattern when the time to impact is less than or equal to three seconds. In the case where the time to impact is greater than three seconds, the process branches 1800 to step 1808 wherein the haptic output is set to a low torque pattern as described above with reference to FIG 14 discussed. This sets the haptic output to a low urgency pattern when the time to impact is greater than three seconds.

At step 1810 gives the computing device 115 the haptic output for an occupant of a vehicle 110 by applying the torque pattern described in step 1804 was determined on a steering wheel 704 as described above with respect to 14 discussed. The torque may be provided in either a clockwise or counterclockwise direction based on the direction of the lane change maneuver represented by the safe driving range. The haptic output may be a request for input by the occupant, prompting the occupant to either perform a lane change maneuver by manually turning the steering wheel in the indicated direction, or an intention to perform a lane change maneuver using the steering wheel 704 indicate as above with respect to 7 and 8th discussed, the computing device 115 sensors 116 on the steering wheel to determine that an occupant has begun to turn the steering wheel in the indicated direction and then assist the occupant by performing the lane change maneuver.

In summary, the computing device gives 115 in the process 1800 a haptic output for an occupant of a vehicle 110 over a steering wheel 704 with a torque pattern and direction based on safe travel and time to impact.

19 is an illustration of a flowchart of a process 1900 for a haptic output based on a road to safe driving and a time to impact related to the 1 - 17 is described. The process 1900 can by a processor of the computing device 115 by using, for example, information from sensors 116 as input and executing instructions and control signals via the controllers 112 . 113 . 114 be sent. The process 1900 includes several steps that are taken in the order disclosed. The process 1900 also includes conversions involving fewer steps, or may include the steps taken in other orders.

The process 1900 starts at step 1902 in which a computing device 115 in a vehicle 110, for example, a time to crash and a safe driveway by determining a polynomial to the steerable path 214 and polynomials to the virtual steerable path 216, 218, which may be one way of safe driving 228 , a time to impact t _c based on an estimated occupant reaction time t _RT , a maneuver time t _m and a brake time ts, as described _above with respect to 2 discussed. At step 1904 can the computing device 115 the time to impact and the safe driveway to an occupant of the vehicle 110 as in terms of the 9 - 11 show discussed. The time to impact, the arrow symbol 912 . 1012 . 1112 is displayed, may indicate to the occupant the number of seconds remaining until an impact on the current trajectory occurs, unless the computing device 115 Brakes completely to prevent impact or lane change maneuver is performed. The safe driving range 908, 1008, 1108 may indicate to the occupant in which direction he is to steer in order to perform a lane change maneuver that is to the vehicle 110 allows to avoid complete deceleration or in cases where the computing device 115 the occupants while steering the vehicle 110 assisted by adaptive cruise control to maintain a predetermined speed. In cases where the computing device 115 occupies an occupant by controlling the vehicle 110 assists to perform a lane change maneuver, the safe driving range 908 . 1008 . 1108 tell the occupant where the vehicle is 110 will be after the lane change maneuver.

At step 1906 can the computing device 115 Determine if the time to impact is greater than three seconds, or less than or equal to three seconds. In the case where the time to impact is less than or equal to three seconds, the process branches 1900 to step 1908 where the haptic output is set to a high torque pattern as described above with reference to FIG 14 discussed. This sets the haptic output to a high-priority pattern when the time to impact is less than or equal to three seconds. In the case where the time to impact is greater than three seconds, the process branches 1900 to step 1910 where the haptic output is set to a low torque pattern as described above with respect to FIG 14 discussed. This sets the haptic output to a low urgency pattern when the time to impact is greater than three seconds.

At step 1912 gives the computing device 115 the haptic output for an occupant of a vehicle 110 by applying the torque pattern described in step 1904 was determined on a steering wheel 704 as described above with respect to 14 discussed. The torque may be provided in either a clockwise or counterclockwise direction based on the direction of the lane change maneuver represented by the safe driving range. The haptic output may be a request for input by the occupant, prompting the occupant to either perform a lane change maneuver by manually turning the steering wheel in the indicated direction, or an intention to perform a lane change maneuver using the steering wheel 704 indicate as above with respect to 7 discussed, the computing device 115 sensors 116 on the steering wheel to determine that an occupant has begun to turn the steering wheel in the indicated direction and then assist the occupant by performing the lane change maneuver.

In summary, the computing device shows 115 in the process 1900 a time to impact and a safe range of motion and gives a haptic output for an occupant of a vehicle 110 over a steering wheel 704 with a torque pattern and direction based on safe travel and time to impact.

Computing devices, such as those discussed herein, generally each include instructions that may be executed by one or more computing devices, such as those listed above, and executing blocks or steps of processes described above. For example, the process blocks discussed above may be implemented as computer-executable instructions.

Computer-executable instructions may be compiled or interpreted by computer programs constructed using a variety of programming languages and / or technologies, including, but not limited to, either alone or in combination, Java ™, C, C ++, Visual Basic, Java Script, Perl. HTML, etc. In general, a processor (e.g., a microprocessor) receives instructions, e.g. A memory, a computer-readable medium, etc., and executes these instructions, thereby performing one or more processes involving one or more of the processes described herein. Such instructions and other data may be stored and transferred to files using a variety of computer-readable media. A file in a computing device is generally a collection of data stored on a computer readable medium, such as a storage medium, random access memory, and so on.

A computer readable medium includes any medium that participates in providing data (eg, instructions) that can be read by a computer. Such a medium may take many forms including, but not limited to, nonvolatile media, volatile media, etc. Nonvolatile media include, for example, optical or magnetic disks and other persistent storage. Volatile media include dynamic random access memory (DRAM), which is typically a main memory. Common forms of computer-readable media include, for example, a floppy disk, a film storage disk, a hard disk, a magnetic tape, any other magnetic media, a CD-ROM, a DVD, any other optical media, punched cards, punched tape, any other physical media having hole patterns , a RAM, a PROM, an EPROM, a FLASH EEPROM, any other memory chip, or any other memory cartridge or medium that can be read by a computer.

All terms used in the claims are to be accorded their general meaning as known to those skilled in the art of the technologies described herein unless expressly stated to the contrary. In particular, the use of the singular items such as "a", "an", "an", "the", "the", "the" etc. is to be construed as giving one or more of the listed items unless , a claim expressly contains an opposite restriction.

The term "exemplary" is used in this document to indicate an example; z. For example, a reference to an "exemplary device" should be read with reference to an example of a device.

The value or result modifying adverb "about" means that a shape, a structure, a measurement, a value, a determination, a calculation, etc., of a precisely described geometry, distance, measurement, value, determination, calculation etc. may differ due to defects in materials, machining, manufacture, sensor measurements, calculations, machining time, communication time, etc.

In the drawings, the same reference numerals denote the same elements. Furthermore, some or all of these elements could be changed. With regard to the media, processes, systems, methods, etc. described herein, it should be understood that while the steps of such processes, etc., have been described as occurring in accordance with a particular sequence, such processes could be performed such that the described steps may be performed in a different manner Order to be performed as in the order described here. It will also be understood that certain steps may be performed concurrently, other steps added, or certain steps described herein omitted. In other words, the present descriptions of processes are provided for the purpose of illustrating particular embodiments and are in no way to be construed as limiting the claimed invention.

Claims (15)

Method, comprising: Determining a time to impact and a safe driving range; Selecting one of a first and second haptic output based on (a) the safe driving range and (b) a predetermined time threshold; Dispensing the first haptic output via a steering wheel when the time to impact is greater than the predetermined time threshold; and Outputting the second haptic output via the steering wheel when the time to impact is less than or equal to the predetermined time threshold. Method according to Claim 1 wherein the first haptic output is a low urgency haptic output and the second haptic output is a high priority haptic output. Method according to Claim 1 further comprising estimating an occupant response time, wherein the time to impact includes the estimated occupant response time. Method according to Claim 1 wherein the first and second haptic outputs are delivered as a rotational force on the steering wheel. Method according to Claim 1 wherein the first and second haptic outputs include a pattern that is one of a plurality of different patterns, each based on a perceived urgency. Method according to Claim 1 and further comprising displaying the time to impact for an occupant. Method according to Claim 1 , further comprising displaying the safe driving area for an occupant. Method according to Claim 1 further comprising determining the safe driving range based on virtual steerable path polynomials. Method according to Claim 1 further comprising determining the safe driving range including determining a lane change maneuver. Method according to Claim 1 wherein the predetermined time threshold is three seconds. Method according to Claim 5 wherein the plurality of different patterns include patterns ranked in order of perceived urgency. Method according to Claim 11 wherein the plurality of different patterns each indicate a direction for steering based on the safe driving range. Method according to Claim 9 further comprising determining a lane change maneuver that allows a vehicle to maintain a predetermined speed. Method according to Claim 9 further comprising determining a lane change maneuver in which a predicted lateral acceleration is maintained within a predetermined limit. A system comprising a computer programmed to perform the method according to any one of Claims 1 - 14 perform.

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