CUSTOMIZABLE LANE BIASING FOR AN AUTOMATED VEHICLE

A method for automated lane keeping includes automatically positioning a vehicle at a normal position in a lane of a roadway with a lane-keeping system of the vehicle, and storing lane-offset data for a predetermined portion of the roadway. The lane-offset data correspond to an offset position of the vehicle in the lane of the roadway that is different from the normal position. The method further includes detecting that the vehicle is operating on the predetermined portion of the roadway, and automatically positioning the vehicle at the offset position with the lane-keeping system when the vehicle is operated on the predetermined portion of the roadway.

FIELD

This disclosure relates to the field of automated and autonomous vehicles and, in particular, to systems and methods for lane biasing an automated vehicle according to preferences of an operator of the automated vehicle.

BACKGROUND

Modern on-road vehicles typically include some level of driving automation. SAE International describes the levels of automation ranging from level 0 to level 5. These levels of automation are briefly described herein. A level 0 (SAE 0) vehicle includes no automation, and a level 5 (SAE 5) vehicle has full automation. In vehicles with SAE 0 through level 2 (SAE 2), a human driver monitors the driving environment. In vehicles with level 3 (SAE 3) through SAE 5, an automated driving system monitors the driving environment.

In an exemplary SAE 3 application, a conditionally-automated vehicle includes adaptive cruise control, a lane-keeping system, and an object detection and avoidance system. In this application, the adaptive cruise control maintains the ego-vehicle at a predetermined speed and/or a predetermined distance from a leading vehicle. The lane-keeping system is equipped to keep the ego-vehicle centered in a lane by automatically controlling a steering angle of the ego-vehicle. For example, the lane-keeping system keeps the vehicle in a proper lane for navigating the vehicle from a start point to a destination. The object detection and avoidance system is configured to cause the ego-vehicle to navigate around detected objects and hazards in the roadway. With these systems the operator of the ego-vehicle can enjoy automatic and comfortable transportation.

In known lane-keeping systems, the ego-vehicle is typically maintained at or close to the center of the lane, unless the object detection and avoidance system overrides or takes over control from the lane-keeping system to steer the ego-vehicle around an object or hazard. Navigating the ego-vehicle along the center of the lane makes sense and is comfortable in most situations, but operators may desire to have additional control of the position of the ego-vehicle within the lane. For example, an operator may regularly travel a stretch of road that is safe to traverse in the center of the lane, but that is also safe and more comfortable to traverse with the ego-vehicle biased right of the center of the lane. Each time the operator traverses the stretch of road, the operator must manually steer the ego-vehicle to position the vehicle in the more comfortable and/or the more desirable portion of the road. Accordingly, the operator is forced to regularly take over control of the lane-keeping system and may be dissatisfied with the operation of the known lane-keeping system.

Based on the above, it is desirable to improve automated vehicles so that the ego-vehicle is automatically guided on the roadway in the position that is most comfortable and/or most preferred by the operator.

SUMMARY

According to an exemplary embodiment of the disclosure, a method for automated lane keeping includes automatically positioning a vehicle at a normal position in a lane of a roadway with a lane-keeping system of the vehicle, and storing lane-offset data for a predetermined portion of the roadway. The lane-offset data correspond to an offset position of the vehicle in the lane of the roadway that is different from the normal position. The method further includes detecting that the vehicle is operating on the predetermined portion of the roadway, and automatically positioning the vehicle at the offset position with the lane-keeping system when the vehicle is operated on the predetermined portion of the roadway.

According to another exemplary embodiment of the disclosure, a driving assistance system for a vehicle includes a lane keeping system, a navigation system, a memory, and a controller. The lane keeping system is configured to (i) navigate the vehicle within a lane of a roadway, and (ii) to generate lane position data corresponding to a position of the vehicle within the lane of the roadway. The navigation system is configured to determine vehicle position data corresponding to a position of the vehicle on Earth. The memory is configured to store the lane position data, the vehicle position data, map data, and lane-offset data. The lane-offset data correspond to an offset position of the vehicle in the lane of a predetermined portion of the roadway. The offset position is different from a normal position of the vehicle in the lane of the roadway. The controller is operably connected to the lane keeping system, the navigation system, and the memory. The controller is configured to automatically position the vehicle at the normal position in the lane of the roadway using the lane-keeping system, and to detect that the vehicle is operating on the predetermined portion of the roadway using the vehicle position data and the map data. The controller is further configured to automatically position the vehicle at the offset position with the lane-keeping system when it is detected that the vehicle is operated on the predetermined portion of the roadway.

DETAILED DESCRIPTION

Aspects of the disclosure are disclosed in the accompanying description. Alternate embodiments of the disclosure and their equivalents may be devised without parting from the spirit or scope of the disclosure. It should be noted that any discussion herein regarding “one embodiment”, “an embodiment”, “an exemplary embodiment”, and the like indicate that the embodiment described may include a particular feature, structure, or characteristic, and that such particular feature, structure, or characteristic may not necessarily be included in every embodiment. In addition, references to the foregoing do not necessarily comprise a reference to the same embodiment. Finally, irrespective of whether it is explicitly described, one of ordinary skill in the art would readily appreciate that each of the particular features, structures, or characteristics of the given embodiments may be utilized in connection or combination with those of any other embodiment discussed herein.

The terms “comprising,” “including,” “having,” and the like, as used with respect to embodiments of the disclosure, are synonymous.

As shown inFIG. 1, a system100includes a vehicle102and a server104operably connected by the Internet108. The vehicle102includes a driving assistance system106configured to navigate the vehicle102. The vehicle102is a personal vehicle, a rental car, a shuttle, a limousine, a corporate vehicle, a livery vehicle, a taxi, or semi-trailer truck. The vehicle102is any automotive machine suitable for travel on a roadway system, such as public and private roads, highways, and interstates. The vehicle102, which is also referred to as an ego-vehicle, may have any level of automation from SAE 1 through SAE 5. In an exemplary embodiment, the vehicle102is an SAE 3 application having both speed and steering angle automatically controlled by the driving assistance system106. In other embodiments, the vehicle102has any level of automation and/or autonomy that includes automatic steering control. The vehicle102is configured to upload data to the server104via the Internet108and to receive downloaded data from the server104via the Internet108.

According to this disclosure, the driving assistance system106is configured to automatically control a position of the vehicle102within a current lane of travel110(FIG. 3) according to the preferences of the operator. For example, the driving assistance system106detects that the vehicle102is located on a predetermined portion114of a road/roadway170(FIG. 3) and then offsets or biases the position of the vehicle102within the lane110according to the operator's predetermined preferences. The offset occurs automatically when it is detected that the vehicle102has arrived at the predetermined portion114of the roadway170. Accordingly, the vehicle102prevents the operator from having to take over control of the driving assistance system106each time the vehicle102traverses the predetermined portion114of the road170, by automatically biasing the vehicle102within the lane110. The system100increases the operator's comfort and increases the amount of time that the position of the vehicle102within the lane110is automatically controlled. Each element of the vehicle102, a method400(FIG. 4) for controlling the vehicle102with the driving assistance system106, and a method500(FIG. 5) of generating lane-offset data212are disclosed herein.

The exemplary vehicle102ofFIG. 1includes a steering system116and a steering wheel120, a speed system124operably connected to a motor128, a brake system132, and foot pedals136. The steering system116is configured control a steering angle of the vehicle102so that the vehicle102can be automatically and/or manually maneuvered around corners and along roads170. The steering system116moves, pivots, and/or rotates wheels of the vehicle102relative to a chassis of the vehicle102to steer the vehicle102. The steering system116may be controlled by the driving assistance system106so that the steering angle of the vehicle102is automatically electronically controlled. The steering system116may also be manually controlled by an operator of the vehicle102using the steering wheel120. The steering wheel120is also referred to herein as an input device of the vehicle102and/or as a human machine interface (HMI) device, and the operator of the vehicle102is also referred to as a driver. As used herein, the steering angle of the vehicle102is an angle of the wheels of the vehicle102relative to a centerline140(FIG. 2) of the vehicle102. In an exemplary embodiment, a positive steering angle causes the vehicle102to turn or track left, a zero magnitude steering angle causes the vehicle102to track straight, and a negative steering angle causes the vehicle102to turn or track right. In one embodiment, when the operator rotates the steering wheel120control is taken away from the driving assistance system106and is granted to the operator according to an operator takeover.

The motor128is configured to generate a drive torque for moving the vehicle102. In one embodiment, the drive torque is transmitted to the wheels of the vehicle102through a transmission. Alternatively, the drive torque is directly transmitted to the wheels, and the vehicle102does not include a transmission. In a specific embodiment, the motor128is an electric motor supplied with electrical energy from a battery of the vehicle102. In another embodiment, the motor128is an internal combustion engine that burns a fuel for generating the drive torque. The motor128may also be a hybrid combination including an electric motor and an internal combustion engine, as is known in the art.

The brake system132is configured to generate a braking force for slowing the vehicle102and for maintaining the vehicle102in a stopped position. The brake system132, in one embodiment, includes disc brakes that are electrically and/or hydraulically activated. Additionally or alternatively, the brake system132includes the motor128, which is configured to provide regenerative braking and/or dynamic braking.

With reference toFIG. 1, the speed system124is configured to automatically control a speed of the vehicle102. For example, the speed system124controls the motor128to generate a desired magnitude of the drive torque for moving the vehicle102at a desired speed. The speed system124may also control the brake system132for automatically slowing the vehicle102and for automatically bringing the vehicle102to a controlled and comfortable stop.

The foot pedals136are operably connected to the speed system136and are configured to enable an operator of the vehicle102to manually control the speed system124and to manually control the speed of the vehicle102. The foot pedals136include at least an acceleration pedal for controlling the magnitude of the drive torque of the motor128, and a brake pedal for selectively activating the brake system132for slowing or stopping the vehicle102. In one embodiment, when the operator operates the foot pedals136control is taken away from the driving assistance system106and is granted to the operator according to an operator takeover.

As shown inFIG. 1, the driving assistance system106includes a navigation system144, an object detection and avoidance system148, a lane-keeping system152, and a memory156each operably connected to a controller160. The navigation system144is configured to provide at least vehicle position data164, map data168, and navigation data172to the controller160of the driving assistance system106. In one embodiment, the navigation system144is a satellite navigation system that uses the global positioning system (GPS), the global navigation satellite system (GNSS), and/or any other satellite-based navigation system to generate the vehicle position data164from satellite positioning data. The navigation system144receives the satellite positioning data from satellites and processes the received data to determine the vehicle position data164, which corresponds to a position of the vehicle102on the Earth. The vehicle position data164may be in the format of longitude and latitude and/or any other format.

The map data168corresponds to a roadway map of roadways170that are available to the vehicle102. The navigation system144is configured to use the vehicle position data164to determine the position of the vehicle102relative to the map data168. Accordingly, the navigation system144is configured to determine the specific point on the roadway170on which the vehicle102is currently being operated using the vehicle position data164and the map data168.

The navigation data172, in an exemplary embodiment, correspond to a route from a starting point to a destination using the available roadways170of the map data168. In one embodiment, the operator of the vehicle102configures the navigation system144with a desired destination, and the navigation system144automatically generates the navigation data172for navigating the vehicle102to the destination. As described herein, the driving assistance system106typically automatically controls the speed of the vehicle102using the speed system124and the steering angle of the vehicle102using the steering system116to navigate the vehicle102automatically to the destination based on the navigation data172.

The navigation system144is configured to apply data layers to the map data168for navigating the vehicle102. For example, the navigation system144may include a digital traffic layer that includes real-time traffic data (not shown). In determining the navigation data172for navigating the vehicle102to the destination, the navigation system144processes the traffic data layer so that the vehicle102is navigated using an optimized route that minimizes traffic delays and slowdowns.

The object detection and avoidance system148is configured to cause the vehicle102to navigate around detected objects and hazards in the roadway170, as is known in the art. The object detection and avoidance system148uses image data from an image sensor, radar data from a radar system, ultrasonic data from an ultrasonic ranging system, and/or LIDAR (light detection and ranging) data from a LIDAR system to detect objects and/or hazards. The detected objects and/or hazards are automatically avoided by the vehicle102by automatically controlling the speed of the vehicle102with the speed system124and/or the steering angle of the vehicle102with the steering system116.

The lane-keeping system152includes an image sensor176and is configured to generate lane position data180and boundary data184based on electronic image data188from the image sensor176. The lane-keeping system152is configured to perform automated lane keeping for the vehicle102. As used herein, automated lane keeping refers to automatically controlling the lateral (left and right) and longitudinal (front and back) position of the vehicle102within the lane110of a roadway170and relative to other vehicles on the roadway170for an extended time and without operator commands. As shown inFIG. 2, in an exemplary embodiment, the image sensor176is a visible-light imaging device mounted on or in the vehicle102, such that a field of view190of the image sensor176extends from the front of the vehicle102. The image sensor176is configured to generate the image data188corresponding to images of the road170ahead of the current position of the vehicle102and includes data corresponding to a road edge192, an opposite road edge194, and road surface markings196that identify the lanes of travel110, such as the striped line196. The field of view190extends to both road edges192,194. Exemplary road surface markings196include painted markings dividing and/or identifying lanes of travel110. In another embodiment, the image sensor176is configured as a thermal imaging device configured to generate the image data188based on thermal radiation and/or an infrared radiation. In yet another embodiment, the image sensor176is a LIDAR (light detection and ranging) system and/or a radar system that is configured to generate the image data188. The lane-keeping system152and the object detection and avoidance system148may share the image sensor176or the systems148,152may include separate image sensors.

As shown inFIG. 2, the boundary data184generated by the lane-keeping system152identifies at least the boundaries of the current lane of travel110of the vehicle102. For example, inFIG. 2, the boundary data184of the upper vehicle102identifies the striped line196(a left boundary) and the road edge192(a right boundary) as the boundary data184. The boundary data184of the lower vehicle102inFIG. 2is identified as the striped line196(a left boundary) and the road edge184(a right boundary).

With reference toFIG. 2, the lane-keeping system152is configured to determine a center198of the current lane of travel110by processing the boundary data184. For example, inFIG. 2, for the lower vehicle102, the center198of the current lane of travel110is determined as a midpoint between the stripped line196and the road edge194. In other embodiments, the road170does not include road surface markings196, such as on typical two-way residential streets. In such an embodiment, the center198of the current lane of travel110is determined by first identifying a road midpoint between the detected road edges192,194. Then, using the road midpoint and the nearest road edge192,194, the lane-keeping system152identifies the center198of the lane110as halfway between the road midpoint and the nearest road edge192,194. In yet another embodiment, on a multilane road having multiple sets of the striped lines196, the lane of travel110is defined on both sides by the striped line196and the center198is halfway between the striped lines196defining the lane110. The lane-keeping system152may use any other process to identify the center198of the current lane of travel110.

The lane position data180generated by the lane-keeping system152correspond to a distance of the centerline140of the vehicle102from the center198of the lane110. The centerline140is parallel to a direction of travel210of the vehicle102. The lane position data180are a measure of an offset202(FIG. 2) of the vehicle102and/or an offset distance of the vehicle102. As used herein, the vehicle102is biased away from the center198of the lane110when the offset202is non-zero. As shown inFIG. 2, the upper vehicle102is navigating the lane110with the centerline140aligned with the center198of the lane110, such that there is no offset202or zero offset202. Accordingly, the position data180for the upper vehicle102are zero and/or correspond to zero distance between the centerline140and the center198of the lane110. The upper vehicle102is not biased from the center198of the lane110and is referred as being at a normal position204in the lane110. In one embodiment, the normal position204of the vehicle102in the lane110corresponds to the centerline140of the vehicle102being aligned or substantially aligned with the center198of the lane110. Substantially aligned with the center198of the lane110includes positioning the centerline140of the vehicle102within 5% of a total width206of the lane110from the center198of the lane110. The normal position204is the position of the vehicle102within the lane110when no obstacles or hazards are present (as detected by the obstacle detection and avoidance system148) and no lane-offset data212is associated with that portion of the roadway170. The normal position204is not offset relative to the center198of the lane110. The normal position204is also referred to herein as a default position.

Whereas, the lower vehicle102ofFIG. 2is biased towards the stripped line196(the left boundary) with a non-zero offset202. For example, inFIG. 2, the lower vehicle102has position data180corresponding to an offset202of from thirty centimeters (30 cm) to one meter (1 m) away from the center198of the lane110. The offset202may be on either side of the center198of the lane110. When the vehicle102is biased with the offset202, the centerline140of the vehicle102is spaced apart from the center198of the current lane of travel110.

The lane-keeping system152is configured to limit the offset202, such that no portion of the vehicle102is located outside of boundaries of the lane110, as determined by the boundary data184. That is, when the vehicle102is biased with the offset202, no portion of the vehicle102is located outside of the left boundary and the right boundary.

The controller160of the driving assistance system106is configured to automatically control the steering angle and the speed of the vehicle102based on at least the vehicle position data164, the map data168, the navigation data172, the lane position data180, and the boundary data184. The controller160is provided as at least one microcontroller and/or microprocessor. For example, the controller160is configured to control the steering system116to automatically offset the vehicle102away from the center198of the lane110on the predetermined portion114of the roadway170(FIG. 3). The controller160is also configured to control the speed of the vehicle102by controlling the drive torque of the motor128and by controlling the brake system132. In certain SAE levels, such as SAE 3 through SAE 5, the driving assistance system106navigates the vehicle102based on data from other sensors and systems, such as the object detection and avoidance system148.

The controller160of the driving assistance system106is also configured to generate the lane-offset data212and to operate the vehicle102according to the lane-offset data212. As shown inFIG. 3, the driving assistance system106is automatically navigating the upper vehicle102in the normal position204along a normal path214within the lane110of the roadway170using the lane-keeping system152. The normal path214is also referred to herein as a default path. When the vehicle102is navigated or guided on the normal path214by the driving assistance system106, the vehicle102is maintained in the normal position204. The upper vehicle102is not operated according to the lane-offset data212.

The lower vehicle102inFIG. 3is navigated according to the lane-offset data212along an offset path216at the predetermined portion114of the roadway170. The lane-offset data212corresponds to a biased or an offset position218of the vehicle102in the lane110of the roadway170that is different from the normal position204. In the offset position218, the centerline140of the vehicle102is spaced apart from the center198of the lane110. For example, inFIG. 3the lane-offset data212correspond to an offset202that causes the vehicle102to avoid the roadway feature220. The roadway feature220may be a pothole, an uneven section of the road170, a bump, a dip, or any other feature that the operator desires to avoid. Typically, however, it would be safe for the vehicle102to traverse the roadway feature220at the normal position204, but the operator is more comfortable when the vehicle102does not traverse the roadway feature220. The offset202is biased away from the normal position204within the lane of travel110. The lane-offset data212includes, for example, steering angle information that is provided to the steering system116for causing the vehicle102to track along the offset path216to the offset position218. The lane-offset data212also includes data corresponding to a beginning point224and an end point228of the predetermined portion114of the roadway170. Thus, the lane-offset data212include data identifying the location of the predetermined portion114of the roadway170, and data identifying the offset202, the offset path216, and the offset position218at the predetermined portion114of the roadway170. Further discussion of the lane offset data212is included herein.

The memory156is a non-transitory computer readable storage medium that is configured to store at least the vehicle position data164, the map data168, the navigation data172, the lane position data180, the boundary data184, the image data188, the lane-offset data212, and any other data used to operate the driving assistance system106of the vehicle102.

In one embodiment, the lane-offset data212is stored in the memory156as a customizable offset layer that is applied to the map data168similarly to how the traffic data layer is applied to the map data168. Specifically, each of the predetermined portions114of the roadways170identified in the lane-offset data212are applied to the map data168so that each time the vehicle102navigates one of the predetermined portions114, the vehicle102is offset on a corresponding offset path216, as desired by the operator.

As shown inFIG. 1, the vehicle102is operably connected to the server104to wirelessly receive data from the server104and to wirelessly transmit data to the server104via the Internet108. The server104includes or is configured as a computer to process data and to generate data. For example, in an embodiment as described herein, the server104generates trend data250by processing the lane-offset data212received from a plurality of the vehicles102.

An exemplary method400for automated lane keeping is shown inFIG. 4and is described with reference toFIG. 3. At block404, the method400includes using the lane-keeping system152to automatically position the vehicle102at the normal position204along the normal path214in the lane110of the roadway170. In particular, at block404, the vehicle102is typically guided along the center198(FIG. 2) of the lane110prior to arriving at the beginning point224. The driving assistance system106uses the lane position data180and the boundary data184generated from the image data188to determine the center198and to keep the vehicle102on the normal path214.

Next, at block408of the method400, the driving assistance system106detects that the vehicle102is operating on the predetermined portion114of the roadway170. When the vehicle102is in motion, the controller160compares the current position of the vehicle102to the position of the beginning point224to determine if the vehicle102is operated on one of the predetermined portions114of the roadway170. The current position of the vehicle102is included in the vehicle position data164. The driving assistance system106determines that the vehicle102is at the beginning point224, when the vehicle position data164is within a predetermined distance240of the beginning point224. In an example, the predetermined distance240is from twenty-five meters (25 m) to fifty meters (50 m). In other embodiments, the predetermined distance240is from five meters (5 m) to one hundred meters (100 m). The magnitude of the predetermined distance240depends on the typical speed of the vehicle102when traveling on the roadway170, with high speeds corresponding to a greater magnitude of the predetermined distance240and with lower speeds corresponding to a lower magnitude of the predetermined distance240.

As indicated inFIG. 3, the predetermined portion114of the roadway170is only the lower lane110of the roadway170. The upper lane110of the roadway170is not included in the predetermined portion114of the roadway170. The lower lane110of the roadway170is the portion114of the roadway170that includes corresponding lane-offset data212. The driving assistance system106determines the direction of travel210of the vehicle102to assist identifying the lane110in which the vehicle102is operated. For example, in the two-lane roadway170ofFIG. 3, when the direction of travel210is to the right, the vehicle102is in the lower lane110and the vehicle102passes through the predetermined portion114of the roadway170. When, however, direction of travel210is to the left inFIG. 3, the vehicle102is in the upper lane110and the vehicle102does not pass though the predetermined portion114of the roadway170. Any other system or process may be used to determine the lane110in which the vehicle102is being operated.

At block412of the method400, the driving assistance system106uses the lane-keeping system152to automatically position the vehicle at the offset position218along the offset path216when the vehicle102is operated on the predetermined portion114of the roadway170. Positioning the vehicle102at the offset position218includes smoothly guiding the vehicle102from the normal position204to the offset position218typically along the offset path216. When the vehicle102is operated on the offset path216, the centerline140of the vehicle102is usually spaced apart from the center198of the lane110. When operating on the offset path216, however, the centerline140of the vehicle102may cross from one side of the center198to the other or may briefly track along the center198when maneuvering among multiple roadway features220of the predetermined portion114of the roadway170.

As shown inFIG. 3, when the vehicle102crosses the beginning point224and enters the predetermined portion114of the roadway170, the lane-keeping system152controls the steering system116to bias the vehicle102with the offset202along the offset path216to the offset position218in order to avoid the roadway feature220. The offset position218is offset from the normal position204by the offset202, such that the offset position218is different from the normal position204. A portion of the normal path214is shown near the roadway feature220for comparison to the offset path216, but the vehicle102is not operated on the normal path214through the predetermined portion114of the roadway170. The automatic steering causes the vehicle102to traverse the lane110in a position that is more comfortable and/or more preferred than the normal path214. For example, if the roadway feature220is a pothole, the lane-offset data212cause the vehicle102to automatically steer to the right of the pothole220so that the vehicle102tires do not tread through the pothole220and instead the vehicle102traverses a smoother portion of the lane110of the predetermined portion114of the roadway170. No operator involvement is required for biasing the vehicle102to the offset position218along the offset path216, and the operator's preference for avoiding the roadway feature220is automatically applied. Thus, the method400increases operator comfort and convenience and prevents a driver takeover of the steering system116.

Next, at block416of the method400, the driving assistance system106detects that the vehicle102has left the predetermined portion114of the roadway170. In particular, when the vehicle102is in motion, the controller160compares the current position of the vehicle102to the position of the end point228to determine if the vehicle102is no longer operated on the predetermined portion114of the roadway170. The current position of the vehicle102is included in the vehicle position data164. When the controller160determines that the vehicle102has moved past the end point228, then the controller160determines that the vehicle102is no longer operated on the predetermined portion114of the roadway170.

At block420, when the vehicle position data164indicates that the vehicle102is no longer operated on the predetermined portion114of the roadway170, the driving assistance system106uses the lane-keeping system152to automatically position the vehicle102at the normal position204along the normal path214. InFIG. 3, shortly after passing end point228, the vehicle102returns to the normal position204on the normal path214, as controlled by the lane-keeping system152. The lane position of the vehicle102is controlled by the lane-keeping system152until the vehicle102is navigated to another predetermined portion114of the roadway170, the operator performs a takeover of the steering system116or the speed system124, or until an obstacle or hazard is detected by the object detection/avoidance system148.

With reference toFIG. 5, a method500of generating the lane-offset data212is shown and is described with reference toFIG. 6. At block504, the lane-keeping system152is used to automatically position the vehicle102at the normal position204along the normal path214prior to the beginning point224. In some embodiments, at block504, the vehicle104is automatically navigated according to the map data168from a start point to a destination point. Automatically navigating the vehicle102includes automatically controlling the steering angle and the speed of the vehicle102and automatically causing the vehicle102to comply with traffic signals, signs, rules, and regulations while moving from the start point to the destination on the roadway170. In other embodiments at block504, the lane position of the vehicle102is controlled by the lane-keeping system152, but the vehicle102is not being actively guided to a particular destination. For example, the driving assistance system106may be activated by the operator to maintain a particular lane110on a highway or interstate.

Next, at block508of the method500, the driving assistance system106detects that the operator has started manual lane control. Manual lane control occurs when the operator/driver controls the position of the vehicle102within the lane110, typically by using the steering wheel120. Specifically, at the beginning point224, the operator takes control from the driving assistance system106by rotating the steering wheel120to the left to avoid the first roadway feature220. Then, the operator rotates the steering wheel120to the right to avoid the second roadway feature220. Next, the operator rotates the steering wheel120to the left again to avoid the third roadway feature220. The manual lane control is detected by monitoring operator inputs to steering wheel120. In particular, when the operator rotates the steering wheel120, the lane-keeping system152is automatically disabled, and the driving assistance system106monitors and saves data corresponding to the position and/or the angle of the steering wheel120as the operator maneuvers the vehicle102through the predetermined portion114of the roadway170.

At block512of the method500, the driving assistance system106detects the vehicle102position during the manual lane control. In particular, when the manual lane control begins, the driving assistance system106detects the current position of the vehicle102on the Earth using the vehicle position data164from the navigation system144and also determines the particular roadway170on which the vehicle102is operated using the map data168. The position detected at block512from the vehicle position data164and the map data168is saved as the beginning point224of the predetermined portion114of the roadway170in the lane-offset data212.

Next, at block516of the method500, during the manual lane control the driving assistance system106detects the position of the vehicle102within the lane110. Specifically, the driving assistance system106uses the lane position data180and the data from the steering system116to identify and to record the offset position218resulting in the offset path216as the lane-offset data212. In this way, the steering wheel120operates as an HMI or an input device used by the operator to ultimately generate the lane-offset data212that corresponds to a customized path through the predetermined portion114of the roadway170to avoid one or more roadway features220. That is, the steering angle as set by the rotational position of the steering wheel120is detected by the driving assistance system106and is used along with the vehicle position data164, the lane position data180, the boundary data184, and the map data168to arrive at the lane-offset data212. In other embodiments, the operator uses any other type of HMI or input device included in the vehicle102to cause the driving assistance system106to generate the lane-offset data212, such as a touchscreen, a joystick, a microphone to receive voice commands, physical buttons, and/or a portable computer device operably connected to the vehicle102, such as a smartphone or a laptop computer.

At block520of the method500, the driving assistance system106detects that the operator of the vehicle102has stopped manual lane control. In one embodiment, the end of the manual lane control is detected when operator re-engages the lane-keeping system152. In another embodiment, the end of the manual lane control is detected automatically when the operator returns the vehicle102to the normal position204for a predetermined time period. An exemplary predetermined time period is from five seconds (5 s) to fifteen seconds (15 s). The operator may also use an input device of the vehicle102to signal that the manual lane control has ended.

Next, at block524of the method500, the driving assistance system106detects the vehicle position at the end of the manual lane control. In particular, when the end of the manual lane control is detected, the driving assistance system106detects the current position of the vehicle102on the Earth using the vehicle position data164from the navigation system144and also confirms the roadway170on which the vehicle102is operated using the map data168. The position detected at block524is saved as the end point228of the predetermined portion114of the roadway170in the lane-offset data212.

At block528, the driving assistance system106stores the offset positions218manually taken by the operator, the beginning point224, and the end point228, as additional lane-offset data212in the memory156. That is, the driving assistance system106generates the lane-offset data212based on the position of the vehicle102in the lane110during the detected manual lane control.

With the additional lane-offset data212stored in the memory156, the next time that the operator navigates the roadway ofFIG. 6in the lower lane110, the driving assistance system106will apply the method400ofFIG. 4, and the vehicle102will be automatically controlled to avoid the first, second, and third roadway features220. Thus, the operator has created a customized permanent offset202for the predetermined portion114of roadway170that will be automatically performed by the driving assistance system106. The driving assistance system106applies the offset202from the lane-offset data212regardless of the destination of the operator. That is, the offset202from the lane-offset data212is applied each time the vehicle102navigates the predetermined portion114of the roadway170. By using the steering wheel120or any other vehicle input device, the operator customizes, builds, and adds to the lane-offset data212, so that the next time the vehicle102navigates the lane110, the vehicle102takes a customized and comfortable path216that prevents the operator from taking over control of the steering system116and that enables the operator to allow the driving assistance system106to control the position of the vehicle102within the lane110.

In another embodiment, the lane-offset data212from a first vehicle102is used to control the lane position of other vehicles102in addition to the first vehicle102. For example, and with reference toFIG. 3, a plurality of vehicles102may independently have operators that manually control a corresponding one of the vehicles102to generate the lane-offset data212for avoiding the same roadway feature220. The lane-offset data212from the plurality of vehicles102is uploaded to the server104using the Internet108according to known data transmission techniques and protocols. The server104automatically processes the uploaded lane-offset data212from the multiple vehicles102to determine lane positioning trend data250. Trends in the lane positioning trend data250are identified when a predetermined number of vehicles102generate similar lane-offset data212for a particular predetermined portion114of a roadway170. That is, the server104processes the uploaded data for similarities in the lane-offset data212that tend to show that operators are avoiding a particular roadway feature(s)220on a particular predetermined portion114of the roadway170. When similarities in the data are detected, a trend is identified and saved as the trend data250.

When lane positioning trend data250is identified by the server104, the trend data250is provided to other vehicles and is saved in a memory of the other vehicles as the lane-offset data212. The trend data250may be provided as an over-the-air (OTA) download to the other vehicles, for example. The vehicles are then operated based on the lane positioning trend data250, such that the other vehicles are biased to a corresponding offset position218when it is determined that the other vehicles are on a corresponding predetermined portion114of a roadway170. In this way, the lane-offset data212generated from a first vehicle is applied to a second vehicle that did not independently generate the lane-offset data212. The lane positioning trend data250increases the comfort and convenience of the operator of the vehicle by causing the vehicle to automatically the avoid the roadway feature220.

Based on the above, the vehicle102and the driving assistance system106create an additional customizable offset layer to the map data168and allow the driver, via HMI, to add a permanent offset to a particular lane segment114that is saved to the lane-offset data212. The next time that the vehicle102drives on that lane segment114, regardless of the destination, the vehicle102uses the lane-offset data212to offset the vehicle102. The features of the vehicle102and the driving assistance system106disclosed herein allow the operator to customize a path through commonly driven roadways170to give them a more comfortable driving experience, and a feeling of more control over the autonomous/automated system100. When the lane-offset data212is uploaded to the server104and mined for the trend data250, the system100aids in the development of a more universal lane biasing method.