Office Action 1: Notice of Allowance (2025-05-07)

CLAIMS:
WHAT IS CLAIMED IS:
1\. A driving support device comprising: a vehicle speed controller configured to perform vehicle speed control; a system controller configured to perform at least one prerequisite control, wherein it is determined in advance that the at least one prerequisite control is enabled as a prerequisite for starting the vehicle speed control; and a storage device connected to the vehicle speed controller and configured to store whether or not switching between enabling and disabling is permitted for each of the at least one prerequisite control, wherein the vehicle speed controller comprises: determining whether each of the at least one prerequisite control is enabled or disabled in response to an operation of a driver of a vehicle for starting the vehicle speed control; determining, with reference to the storage device, whether or not enabling of the prerequisite control determined to be disabled is permitted; and in response to determining that enabling of the prerequisite control determined to be disabled is permitted, enabling the prerequisite control determined to be disabled and starting the vehicle speed control.
2\. The driving support device according to claim 1, wherein the vehicle speed controller is configured to disable the enabled prerequisite control when ending the vehicle speed control.
3\. The driving support device according to claim 2, wherein the vehicle speed controller is configured not to disable the enabled prerequisite control when the vehicle speed control is ended and an operation condition of the enabled prerequisite control is satisfied.

OFFICE ACTION:
DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
1.	The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Information Disclosure Statement
2.	The information disclosure statement (IDS) submitted on December 5, 2023, has been entered, and considered by the examiner.
Priority
3.	This application claims foreign priority to JP2022-196970 filed on December 9, 2022.
Allowable Subject Matter
4.	Claim 1-3 allowed.
5.	The following is an examiner’s statement of reasons for allowance:
the prior art of record does not teach a system controller configured to perform at least one prerequisite control, where in: (a) the prerequisite control is enabled before starting a vehicle speed control; (b) a storage device to store whether or not switching between enabling and disabling is permitted for at least one prerequisite control; (c) when the driver starts the vehicle speed control, the storage determines whether or not at least one prerequisite control that is currently disabled is permitted to be enabled. If the prerequisite control is permitted to be enabled, then, prerequisite control is enabled before the start of the vehicle control. The prior art of record also does not teach the disabling of the prerequisite control once the vehicle control has ended nor do they teach to keep the enabled prerequisite control when the vehicle speed control is ended and an operation condition is satisfied.
While there are few prior arts exist that mentions the priority of other control over a vehicle speed control and hierarchical system of vehicle controls, they do not mention the determining system of whether or not prerequisite control can be enabled or disabled, they do not mention disablement of prerequisite control with the ending of the vehicle speed control, and they do not mention the enablement of prerequisite control even after the end of the vehicle speed control under certain circumstances.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”
Conclusion
6.	The prior art made of record and not relied upon is considered pertinent to applicant's disclosure.
Kamping et al. US 20070139255 A1, teaches lateral guidance control having priority over speed control.
Magzimof et al. US 20200324761 A1, teaches road situation analysis with external sensor array is done before vehicle speed control.
Girard et al. “A control Architecture for Integrated Cooperative Cruise Control and Collision Warning Systems”, mentions hierarchical control architecture for Cooperative Adaptive4 Cruise Control.
7.



CITED REFERENCE SUMMARIES: Ref US20070139255A1: Claims:
A driving assistance method for a vehicle equipped with a longitudinal guidance control system capable of controlling the speed of the vehicle and a lateral guidance control system capable of controlling the lateral guidance of the vehicle, lateral guidance control having priority over speed control, the method comprising the steps of activating the longitudinal guidance control system during lateral guidance control, and when lateral guidance control has ended, at least one of (i) deactivating the longitudinal guidance control system and (ii) placing the longitudinal guidance control system in an operating condition that effects acceleration of the vehicle at a rate below a predetermined index longitudinal acceleration.
The method according to claim 1 , wherein the longitudinal guidance control system includes means for effecting vehicle distance control.
The method according to claim 1 , wherein the longitudinal guidance control system includes means for effecting vehicle adaptive cruise control.
The method according to claim 1 , wherein the lateral guidance control system includes means for effecting at least one of braking control of individual vehicle wheels and vehicle engine control.
The method according to claim 1 , wherein the lateral guidance control system includes means for effecting at least one of (i) anti-lock braking control, (ii) traction control, (iii) yaw-rate control and (iv) lateral acceleration limitation.
The method according to claim 1 , further comprising the step of reducing the vehicle speed during lateral guidance control utilizing the longitudinal guidance control system.
The method according to claim 1 , further comprising the steps of determining the actual longitudinal acceleration of the vehicle when lateral guidance control has ended, and, during a predetermined time interval after lateral guidance control has ended, accelerating the vehicle utilizing the longitudinal guidance control system at a longitudinal acceleration of at most 0 m/s 2 .
The method according to claim 1 , further comprising the steps of determining the actual longitudinal acceleration of the vehicle when lateral guidance control has ended, and, during a predetermined time interval after lateral guidance control has ended, accelerating the vehicle utilizing the longitudinal guidance control system at a steadily increasing acceleration rate starting from the actual longitudinal acceleration.
The method according to claim 1 , further comprising the steps of determining the actual speed of the vehicle when lateral guidance control has ended, and, during a predetermined time interval after lateral guidance control has ended, accelerating the vehicle utilizing the longitudinal guidance control system to a speed at most corresponding to the determined actual speed.
The method according to claim 1 , further comprising the steps of determining the actual speed and the actual longitudinal acceleration of the vehicle when lateral guidance control has ended, and limiting any increase of the longitudinal acceleration of the vehicle per unit time to a predetermined rate of increase until the speed of the vehicle is greater than the determined actual speed by a predetermined differential speed.
Ref US20200324761A1: Claims:
A method for operating a vehicle comprising: establishing, by a vehicle, a connection with a remote support server for enabling a teleoperation session in which the vehicle is controlled by a remote teleoperator; receiving during the teleoperation system, control signals from the remote support server for controlling motion of the vehicle; obtaining a depth map indicative of respective distances to objects in an environment of the vehicle; determining, based on the depth map, obstacles in the environment of the vehicle; receiving sensor data from a sensor array indicative of a vehicle motion state; determining, based on the vehicle motion state and the one or more obstacles, a speed limit for limiting speed of the vehicle during the teleoperation session that enables safe teleoperation of the vehicle; determining if the vehicle is operating above the speed limit; and initiating a remedial action responsive to the vehicle operating above the speed limit.
establishing, by a vehicle, a connection with a remote support server for enabling a teleoperation session in which the vehicle is controlled by a remote teleoperator;
receiving during the teleoperation system, control signals from the remote support server for controlling motion of the vehicle;
obtaining a depth map indicative of respective distances to objects in an environment of the vehicle;
determining, based on the depth map, obstacles in the environment of the vehicle;
receiving sensor data from a sensor array indicative of a vehicle motion state;
determining, based on the vehicle motion state and the one or more obstacles, a speed limit for limiting speed of the vehicle during the teleoperation session that enables safe teleoperation of the vehicle;
determining if the vehicle is operating above the speed limit; and
initiating a remedial action responsive to the vehicle operating above the speed limit.
The method of claim 1 , wherein initiating the remedial action comprises: sending a notification to the remote support server indicating that the vehicle is exceeding the speed limit.
sending a notification to the remote support server indicating that the vehicle is exceeding the speed limit.
The method of claim 1 , wherein initiating the remedial action comprises: determining, based on the vehicle motion state and the one or more obstacles, a range of vehicle kinematic parameters that can be applied to avoid the collision with the one or more obstacles; and providing the range to the remote support server to enable the remote support server to generate a representation of the range of vehicle kinematic parameters on a display of a workstation operated by the remote teleoperator.
determining, based on the vehicle motion state and the one or more obstacles, a range of vehicle kinematic parameters that can be applied to avoid the collision with the one or more obstacles; and
providing the range to the remote support server to enable the remote support server to generate a representation of the range of vehicle kinematic parameters on a display of a workstation operated by the remote teleoperator.
The method of claim 1 , wherein initiating the remedial action comprises: automatically limiting the speed of the vehicle to the speed limit.
automatically limiting the speed of the vehicle to the speed limit.
The method of claim 1 , wherein obtaining the depth map comprises: obtaining sensing data from the sensor array representing an environment of the vehicle; and generating the depth map based on the sensing data.
obtaining sensing data from the sensor array representing an environment of the vehicle; and
generating the depth map based on the sensing data.
The method of claim 1 , wherein determining the obstacles in the environment of the vehicle comprises: detecting one or more static obstacles in the environment of the vehicle; and detecting one or more mobile obstacles in the environment of the vehicle.
detecting one or more static obstacles in the environment of the vehicle; and
detecting one or more mobile obstacles in the environment of the vehicle.
The method of claim 1 , wherein detecting the one or more mobile obstacles comprises: identifying a mobile obstacle zone based on lane boundaries associated with the vehicle trajectory; identifying a cluster of adjacent points in the depth map; collapse the clusters into obstacles represented as linear lines; determining coordinates of lateral edges of each of the linear lines; determining based on the lateral edges, whether the obstacles are within the mobile obstacle zone; and classifying the obstacles as mobile obstacles if the obstacles are within the mobile obstacle zone.
identifying a mobile obstacle zone based on lane boundaries associated with the vehicle trajectory;
identifying a cluster of adjacent points in the depth map;
collapse the clusters into obstacles represented as linear lines;
determining coordinates of lateral edges of each of the linear lines;
determining based on the lateral edges, whether the obstacles are within the mobile obstacle zone; and
classifying the obstacles as mobile obstacles if the obstacles are within the mobile obstacle zone.
The method of claim 7 , further comprising: classifying the obstacles as static obstacles if the obstacles are outside the mobile obstacle zone.
classifying the obstacles as static obstacles if the obstacles are outside the mobile obstacle zone.
The method of claim 1 , wherein determining the speed limit comprises: modeling a trajectory of the vehicle at a sequence of time points based on the sensor data; modeling positions of the obstacles at each of the time points; and determining the speed limit based on the modeled trajectory of the vehicle and the modeled positions of the obstacles at each of the time points.
modeling a trajectory of the vehicle at a sequence of time points based on the sensor data;
modeling positions of the obstacles at each of the time points; and
determining the speed limit based on the modeled trajectory of the vehicle and the modeled positions of the obstacles at each of the time points.
The method of claim 1 , wherein determining the speed limit comprises modeling at least one of: a deceleration time of the vehicle; an estimated reaction time of the remote teleoperator; and a cooldown period.
a deceleration time of the vehicle;
an estimated reaction time of the remote teleoperator; and
a cooldown period.
The method of claim 10 , wherein modeling the estimated reaction time of the remote teleoperator comprises: modeling at least one of a camera exposure time, a video frame onboard processing time, a video frame transmission time, and an estimated human teleoperator response time.
modeling at least one of a camera exposure time, a video frame onboard processing time, a video frame transmission time, and an estimated human teleoperator response time.
The method of claim 1 , wherein determining the speed limit comprises: obtaining, from the remote support server, an array of precomputed speed limits across a range of steering angles for each of a plurality of vehicle locations; and determining the speed limit based at least in part on the precomputed speed limits.
obtaining, from the remote support server, an array of precomputed speed limits across a range of steering angles for each of a plurality of vehicle locations; and
determining the speed limit based at least in part on the precomputed speed limits.
A method for precomputing speed limits for operating a vehicle during a teleoperation session, the method comprising: obtaining a regional map of an area of the vehicle; modeling road segments of the regional map including positions of obstacles; generating an array of vehicle speed limits for each of the road segments over a range of steering angles, the speed limits representing a speed at which the vehicle traversing a given road segment at a given steering angle can be decelerated in time to avoid a collision with the obstacles in response to an emergency braking command from a teleoperator; and providing the array of vehicle speed limits to the vehicle.
obtaining a regional map of an area of the vehicle;
modeling road segments of the regional map including positions of obstacles;
generating an array of vehicle speed limits for each of the road segments over a range of steering angles, the speed limits representing a speed at which the vehicle traversing a given road segment at a given steering angle can be decelerated in time to avoid a collision with the obstacles in response to an emergency braking command from a teleoperator; and
providing the array of vehicle speed limits to the vehicle.
The method of claim 13 , wherein generating the array of vehicle speed limits further comprises: determining initial speed limits based on modeled vehicle kinematics for the road segments over the range of steering angles; determining respective mappings of the steering angles for traveling between pairs of the road segments; determining for each of the pairs of road segments, whether a difference between the maximum allowed speeds exceeds a deceleration limit; and responsive to the difference between the maximum allowed speeds exceeding the deceleration limit, adjusting the speed limits for the first road segment of the pair of road segments to a slower speed limit.
determining initial speed limits based on modeled vehicle kinematics for the road segments over the range of steering angles;
determining respective mappings of the steering angles for traveling between pairs of the road segments;
determining for each of the pairs of road segments, whether a difference between the maximum allowed speeds exceeds a deceleration limit; and
responsive to the difference between the maximum allowed speeds exceeding the deceleration limit, adjusting the speed limits for the first road segment of the pair of road segments to a slower speed limit.
A non-transitory computer-readable storage medium storing instructions for operating a vehicle, the instructions when executed by a processor causing the processor to perform steps including: establishing, by the vehicle, a connection with a remote support server for enabling a teleoperation session in which the vehicle is controlled by a remote teleoperator; receiving during the teleoperation system, control signals from the remote support server for controlling motion of the vehicle; obtaining a depth map indicative of respective distances to objects in an environment of the vehicle; determining, based on the depth map, obstacles in the environment of the vehicle; receiving sensor data from a sensor array indicative of a vehicle motion state; determining, based on the vehicle motion state and the one or more obstacles, a speed limit for limiting speed of the vehicle during the teleoperation session that enables safe teleoperation of the vehicle; determining if the vehicle is operating above the speed limit; and initiating a remedial action responsive to the vehicle operating above the speed limit.
establishing, by the vehicle, a connection with a remote support server for enabling a teleoperation session in which the vehicle is controlled by a remote teleoperator;
The non-transitory computer-readable storage medium of claim 15 , wherein initiating the remedial action comprises: sending a notification to the remote support server indicating that the vehicle is exceeding the speed limit.
The non-transitory computer-readable storage medium of claim 15 , wherein initiating the remedial action comprises: determining, based on the vehicle motion state and the one or more obstacles, a range of vehicle kinematic parameters that can be applied to avoid the collision with the one or more obstacles; and providing the range to the remote support server to enable the remote support server to generate a representation of the range of vehicle kinematic parameters on a display of a workstation operated by the remote teleoperator.
The non-transitory computer-readable storage medium of claim 15 , wherein initiating the remedial action comprises: automatically limiting the speed of the vehicle to the speed limit.
The non-transitory computer-readable storage medium of claim 15 , wherein obtaining the depth map comprises: obtaining sensing data from the sensor array representing an environment of the vehicle; and generating the depth map based on the sensing data.
The non-transitory computer-readable storage medium of claim 15 , wherein determining the obstacles in the environment of the vehicle comprises: detecting one or more static obstacles in the environment of the vehicle; and detecting one or more mobile obstacles in the environment of the vehicle.
Ref JP2022196970: Claims:
A vehicle speed controller that controls vehicle speed;
A system controller that performs at least one prerequisite control, the at least one prerequisite control being determined in advance to be valid as a prerequisite for starting the vehicle speed control;
a storage device connected to the vehicle speed controller and configured to store, for each of the at least one prerequisite control, whether or not switching between enabled and disabled is permitted;
Equipped with
The vehicle speed controller,
determining whether each of the at least one prerequisite control is valid or invalid in response to an operation by a driver of the vehicle for starting the vehicle speed control;
Referring to the storage device, it is determined whether or not the prerequisite control determined to be invalid is permitted to be valid;
In response to a determination that enabling the precondition control determined to be invalid is permitted, the precondition control determined to be invalid is enabled, and the vehicle speed control is started.
A driving assistance device configured as follows. The driving assistance device according to claim 1, wherein the vehicle speed controller is configured to disable the enabled precondition control when the vehicle speed control is to be terminated. The driving assistance device according to claim 2, wherein the vehicle speed controller is configured not to disable the enabled precondition control when the vehicle speed control is to be terminated and the operating condition of the enabled precondition control is satisfied.