Abstract:
A lane departure monitoring system uses a forward sensor to determine a lane position of a host vehicle and to detect oncoming vehicles. Rear side sensors monitor the side blind-spots of the host vehicle as well as vehicles in the adjacent lanes that are approaching from the rear. A control system combines the information provided by these sensors and runs integrated programs to carry out a method for providing lane keeping assist and lane departure warnings.

Description:
BACKGROUND 
     The present invention relates to systems and methods for providing assistance in operating a vehicle. 
     SUMMARY 
     In various constructions of the invention described below, vehicles may be equipped with systems that detect the vehicle&#39;s departure from a lane of traffic. Such systems may provide a warning to the driver if the vehicle is exiting the lane. Furthermore, some systems may provide active lane assistance to intervene in the operation of the vehicle steering system to ensure that the vehicle remains in its current lane. Various embodiments described herein use a multi-system approach to provide for an integrated and quick response to such conditions. 
     In one embodiment, the invention provides a system for lane departure monitoring, warning, and correction. The system uses a first sensor positioned on a host vehicle to monitor lane markings and oncoming traffic. One or more additional sensors are positioned with a field of view that includes at least a portion of a side blind-spot of the host vehicle. One or more control systems (e.g., electronic control units) include at least one processor and one memory to control the operation of the sensors and the lane departure monitoring system. The control system receives a signal from the first sensor indicating the position of the lane markings relative to the host vehicle. The control system determines, based on a first signal from the first sensor, whether the host vehicle is likely to cross a lane boundary (i.e., about to cross a lane marking). Additionally, the control system determines whether a second vehicle is present in a lane adjacent to the host vehicle, and the control system determines the distance and the relative velocity of the second vehicle. 
     Based on the distance and the relative velocity of the second vehicle, the control system determines a risk of collision and adjusts a time for taking action. The system is designed to respond more quickly when the risk of collision is greater. The control system determines whether or not the second vehicle is fast approaching from the front or from the rear. When the control system determines that the host vehicle is likely to cross a lane boundary and the second vehicle is fast approaching the host vehicle, the control system outputs an action signal at a first time (i.e., the fastest response). When the control system determines that the host vehicle is likely to cross a lane boundary and the second vehicle is approaching, but not fast approaching, the control system outputs the action signal at a second time. When the control system determines that the second vehicle is stagnating (i.e., operating at a constant speed that is substantially the same as the speed of the host vehicle) in the side blind-spot, the control system outputs an action signal at a third time. When the control system determines that there is no second vehicle present in the lane adjacent to the host vehicle, the control system outputs an action signal at a fourth time. 
     In another embodiment the invention provides a method of lane departure monitoring, warning, and correction. A first sensor is positioned on a host vehicle with a field of view that includes lane markings and a second sensor is positioned on the host vehicle with a field of view that includes the side blind-spot of the host vehicle. The first sensor receives a signal that indicates the position of the lane markings relative to the host vehicle. The first signal indicates whether the host vehicle is likely to cross a lane boundary. The second sensor indicates whether a second vehicle is present in the lane adjacent to the host vehicle. A distance and a relative velocity are determined for the second vehicle. 
     This embodiment further includes determining whether the second vehicle is stagnating in the side blind-spot or approaching the host vehicle based on the distance and the relative velocity of the second vehicle. An action signal is sent, at a first time, when the host vehicle is likely to cross a lane boundary and the second vehicle is fast approaching the host vehicle. An action signal is sent, at a second time (longer than the first time), when the host vehicle is likely to cross a lane boundary, and the second vehicle is present, but not fast approaching. In other examples, an action signal is sent at a third time (longer than both the first time and the second time) when the second vehicle is stagnating in the side blind-spot. Additionally, when the host vehicle is likely to cross a lane boundary and when there is no second vehicle in the lane adjacent, an action signal is sent at a fourth time (longer than the first time, the second time, and the third time). 
     Other aspects of the invention will become apparent by consideration of the detailed description and accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a block diagram of a lane departure system according to one construction. 
         FIG. 2A  is an overhead view of a host vehicle operating in a first traffic scenario. 
         FIG. 2B  is an overhead view of the host vehicle operating in a second traffic scenario. 
         FIG. 3  is a flowchart of a method for detecting, identifying, and transmitting information about an adjacent vehicle implemented by the system of  FIG. 1 . 
         FIG. 4  is a flowchart of a method for activating an action signal for lane departure warning system in the system of  FIG. 1 . 
     
    
    
     DETAILED DESCRIPTION 
     Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. 
       FIG. 1  illustrates a system that includes an electronic control unit  100  (ECU) electrically connected to a forward sensor  102 , one or more direction sensors  104 , a left rear sensor controller  106 , and a right rear sensor controller  108 . The left rear sensor controller  106  is further electrically connected to a left rear sensor  110 , and the right rear sensor controller  108  is further connected to a right rear sensor  112 . The direction sensor  104  may include a steering wheel sensor (e.g., a steering wheel position sensor), a steering wheel torque sensor, a front wheel position sensor, or a combination of sensors that detect the direction of the host vehicle. The ECU  100 , the left rear sensor controller  106 , and the right rear sensor controller  108  are connected via a vehicle communication system including, for example, a controller area network (CAN bus) or a dedicated wire. The left rear sensor controller  106  and the right rear sensor controller  108  send control information to the ECU  100  including a blind-spot detection signal (BSD), a closing vehicle warning signal (CVW), and a time-to-collision signal (TTC). The ECU  100  includes combinations of hardware and software that, among other things, control the operation of the lane departure system. 
     In some embodiments, the ECU  100  includes a plurality of electrical and electronic components that provide power, operational control, and protection to the components and modules within the ECU  100 . The ECU  100  includes, among other things, a processing unit  114  (e.g., a microprocessor or another suitable programmable device), a memory  116 , and an input/output interface  118 . The processing unit  114 , the memory  116 , and the input/output interface  118 , as well as the other various modules are connected by one or more control or data buses. The use of control and data buses for the interconnection between and communication among the various modules and components would be known to a person skilled in the art in view of the invention described herein. In some embodiments, the ECU  100  is implemented partially or entirely on a semiconductor (e.g., a field-programmable gate array [“FPGA”] semiconductor) chip. 
     The memory  116  includes a program storage area and a data storage area. The program storage area and the data storage area can include combinations of different types of memory, such as read-only memory (“ROM”), random access memory (“RAM”) (e.g., dynamic RAM [“DRAM”], synchronous DRAM [“SDRAM”], etc.), electrically erasable programmable read-only memory (“EEPROM”), flash memory, a hard disk, an SD card, or other suitable magnetic, optical, physical, or electronic memory devices. The processing unit  114  is connected to the memory  116  and executes software instructions that are capable of being stored in a RAM of the memory  116  (e.g., during execution), a ROM of the memory  116  (e.g., on a generally permanent basis), or another non-transitory computer readable medium. Software included for the processes and methods for the lane departure system can be stored in the memory  116  of the ECU  100 . The software can include firmware, one or more applications, program data, filters, rules, one or more program modules, and other executable instructions. For example, the ECU  100  effectively stores information relating to detection and determination of lane markings. The processing unit  114  is configured to retrieve from memory  116  and execute, among other things, instructions related to the control processes and methods described herein. In other constructions, the ECU  100  includes additional, fewer, or different components. 
     The left rear sensor controller  106  and the right rear sensor controller  108  can include all or some of the components of the ECU  100  as described above. In the example shown in  FIG. 1 , the left rear sensor controller  106  and the right rear sensor controller  108  perform various processes and methods involving the left rear sensor  110  and the right rear sensor  112 . In other embodiments, the ECU  100  communicates directly with the left rear sensor  110  and the right rear sensor  112  without any left rear sensor controller  106  or right rear sensor controller  108 . In these embodiments, the processes or methods involving the left rear sensor  110  and the right rear sensor  112  are performed by the ECU  100 . In some embodiments, the left rear sensor  110  and the right rear sensor  112  use radar signals and radar pulses. 
       FIG. 2A  illustrates a first traffic scenario encountered by a host vehicle  202  equipped with a forward sensor  102  and a right rear sensor  112 . An adjacent vehicle  204 A is operating in a lane next to the host vehicle  202  and traveling in the same direction at substantially the same speed as the host vehicle  202  as indicated by the direction and length of the forward arrows. A third vehicle  206  (e.g., an oncoming vehicle) is approaching the host vehicle and traveling in the opposite direction (again as indicated by the direction and magnitude of the arrow). 
     Angled lines emanating from the host vehicle  202  illustrate the forward field of view  208  of the forward sensor  102  and the right-facing field of view  210  of the right rear sensor  112 . It is noted that the forward field of view  208  and the right-facing field of view  210  as illustrated are examples and do not necessarily illustrate the actual scope or range of the fields of view. The forward sensor  102  detects the position of the host vehicle  202  within a current lane of traffic based on the lane markings on the road. In another embodiment, when the lane markings are not visible, the forward sensor detects the position of the host vehicle  202  as well as the driving lane based the position of vehicles in the driving lane and the adjacent lanes. This allows the ECU  100  to determine a lane departure based either on lane markings or on adjacent vehicles. A lane departure can be intentional as in the case of a driver performing a lane change or cutting a corner, or a lane departure can be unintentional, as in the case of an inattentive driver. 
     If the host vehicle  202  is going to depart from its lane, two hazardous conditions may arise. The first hazardous condition involves the host vehicle  202  moving into the right adjacent lane when an adjacent vehicle  204 A is stagnating in a right blind-spot of the host vehicle  202 . The right rear sensor  112  and the right rear sensor controller  108  are positioned and programmed to detect the adjacent vehicle  204 A. As described in further detail below, in this situation, the right rear sensor controller  108  determines that the adjacent vehicle  204 A is stagnating in the right blind-spot of the host vehicle  202  and outputs a BSD signal. The ECU  100  receives the BSD signal and, based on an estimated time of lane departure, outputs the action signal. The right rear sensor controller  108  may be configured to detect the adjacent vehicle  204 A based on a variety of positions for the adjacent vehicle  204 A (e.g., completely in the side blind-spot, partially in the side blind-spot, or near to the side blind-spot). However, if the adjacent vehicle  204 A is stagnating in the blind spot of the host vehicle  202 , but is far enough behind the host vehicle  202  that a collision will not occur, then the hazard posed by the adjacent vehicle  204 A is minimal. 
     The second hazardous condition involves the host vehicle  202  drifting into the left adjacent lane when the third vehicle  206  is approaching in the left adjacent lane. In one construction, the forward sensor  102  senses the third vehicle  206  from the front in an adjacent lane to the host vehicle  202 . This construction uses a forward-facing video camera included in the forward sensor  102 , and an ECU  100  programmed to identify oncoming vehicles from a stream of video information from the video camera. The ECU  100  is programmed to process the stream of video information to detect both the distance and the relative speed of the third vehicle  206  adjacent to and forward from the host vehicle  202 . Based on the distance and relative speed, the ECU  100  calculates a time-to-collision (i.e., the time remaining until the host vehicle  202  and an approaching vehicle collide based on their current speed if they steer towards each other). If the time-to-collision of the third vehicle  206  is below a threshold, the ECU sets a fast approaching vehicle indication. If the time-to-collision of the third vehicle  206  is above a threshold, the ECU sets a slow approaching vehicle indication. Based on the fast approaching vehicle indication and the slow approaching vehicle indication, the ECU outputs an action signal as shown in  FIG. 4 . Additionally, the ECU  100  uses the forward sensor  102 , the left rear sensor  110 , and the right rear sensor  112  to identify the presence of stationary objects such as parked cars, highway infrastructure, and large objects and outputs the action signal under similar conditions as if the stationary objects were vehicles. 
       FIG. 2B  illustrates a different driving scenario involving the host vehicle  202 . In this situation, the adjacent vehicle  204 B is operating in an adjacent lane and is travelling at a faster speed than the host vehicle  202  as indicated by a longer length forward arrow. As such, the adjacent vehicle  204 B is approaching the host vehicle. The field of view of the right rear sensor  112  extends from the right blind-spot of the host vehicle  202  rearward, and therefore, covers much of the right adjacent lane of the host vehicle  202 . This allows the right rear sensor controller  108  to identify a hazardous condition involving the host vehicle  202  moving into the right adjacent lane when the approaching vehicle  204 B is in the right adjacent lane. The right rear sensor controller  108  determines the relative speed between the host vehicle  202  and the approaching vehicle  204 B. Additionally, based on the relative speed, the right rear sensor controller  108  calculates a time-to-collision between the host vehicle  202  and the approaching vehicle  204 B. The right rear sensor controller  108  outputs a time-to-collision signal to the ECU  100 . When the time-to-collision is below a set threshold, the right rear sensor controller  108  also outputs a CVW signal to the ECU  100 . 
     It is noted that, although the right rear sensor  112  is illustrated proximal to the right rear of the host vehicle  202  in the examples of  FIGS. 2A and 2B , in other constructions, the right rear sensor  112  and the left rear sensor  110  are located in other locations on the host vehicle  202 . For example, the right rear sensor  112  and the rear left sensor can be located proximal to the side mirrors of the host vehicle  202 . The forward sensor  102  is illustrated inside the windshield of the host vehicle  202 . In still other constructions, the forward sensor  102  is located on the exterior of the host vehicle  202 . Additionally, the forward sensor  102  may be positioned downward instead of forward while maintaining a field of view of the lane markings. 
     The flowchart of  FIG. 3  illustrates a closing vehicle warning method that is implemented by the right rear sensor  112  and the right rear sensor controller  108 . Although not illustrated, a similar method is implemented by the left rear sensor  110  and the left rear sensor controller  106 . The right rear sensor controller  108  monitors and receives information from the right rear sensor  112  (step  302 ). When the right rear sensor controller  108  detects an approaching vehicle in the adjacent lane (step  304 ), the right rear sensor controller  108  determines the distance and the speed of the approaching vehicle relative to the host vehicle (step  306 ). The right rear sensor controller  108  then calculates a time-to-collision (TTC) between the host vehicle  202  and the detected adjacent vehicle and outputs a TTC signal to the ECU  100  (step  308 ). The right rear sensor controller  108  determines whether an adjacent vehicle is located in the right blind-spot of the host vehicle  202  (step  310 ), and if so, the right rear sensor controller  108  outputs a BSD signal to the ECU  100  (step  312 ). If the TTC is less than the time threshold (step  314 ), the right rear sensor controller  108  outputs a CVW signal to the ECU  100  ( 316 ). 
       FIG. 4  illustrates how the ECU responds to the signals received from the right rear sensor controller  108 , the left rear sensor controller  106 , and the forward sensor  102 , and how the ECU  100  controls the vehicle system in response. Even though  FIG. 4  illustrates an order of steps, the steps can be performed in an alternate order. For example, the ECU  100  may determine if a slow approaching vehicle is in the left adjacent lane before the ECU  100  determines if a fast approaching vehicle is in the left adjacent lane. The ECU  100  receives a signal indicative of a lane position from the forward sensor  102  and a signal indicative of a steering direction from the direction sensor  104  (step  402 ). The ECU  100 , based on these signals, predicts if the host vehicle  202  is likely to cross a lane boundary and whether the departure will be towards the left or towards the right (step  404 ). The ECU  100  estimates the time to the lane departure (step  406 ) (i.e., a lane boundary crossing time). 
     The ECU  100  monitors an input from the left rear sensor controller  106  (e.g., the BSD, CVW, and TTC value (if any)) and characterizes the nature of the collision hazard. If the CVW signal indicates that an adjacent vehicle is approaching in the left adjacent lane and the TTC value is below a set threshold, then the ECU  100  determines that there is a fast approaching vehicle in the left lane (step  410 ). If the CVW signal indicates that an adjacent vehicle is approaching in the left adjacent lane and the TTC value is above the set threshold, then the ECU  100  determines that a “slow approaching vehicle” is present in the left lane (step  414 ). Similarly, the ECU  100  monitors the forward sensor  102  and determines if a fast approaching or slow approaching vehicle is present in the left adjacent lane in the forward direction (steps  410 ,  414 ). 
     If a “fast approaching vehicle” is present in the left lane, then the ECU  100  waits until the time to lane departure is below a first time threshold (t1) (step  412 ) and then activates the lane departure warning system (step  424 ). If a “slow approaching vehicle” is present in the left lane, then the ECU  100  waits until the time to lane departure is below a second time threshold (t2) (step  412 ) before activating the lane departure warning system (step  424 ). Because the fast approaching vehicle scenario poses a more urgent hazard, the first time threshold is higher than the second time threshold. As a result, the lane departure warning system is activated earlier when a fast approaching vehicle is present. 
     Some constructions of the lane departure warning system only include the two time thresholds/hazard conditions described above (i.e., fast approaching vehicle or slow approaching vehicle). However, as further illustrated in  FIG. 4 , other systems include additional scenarios in which the lane departure warning system might be activated. For example, the BSD signal may indicate that a vehicle is present in the adjacent lane. However, the TTC may indicate that the vehicle is stagnating. In this situation, there may be no immediate risk of collision. However, the system may still make the driver aware of the close proximity of the adjacent vehicle. 
     In the example of  FIG. 4 , the ECU  100  identifies such a scenario as a “stagnating vehicle” in the left adjacent lane (step  418 ) and activates the lane departure warning system when the time to lane departure is below a third time threshold (t3) (step  420 ). The lane departure warning system can take the form of a visual indicator, an audible tone, or another type of indication (or combination of multiple forms of indicators). Because a stagnating vehicle in the driver&#39;s blind spot may pose no immediate risk of collision, the third time threshold is smaller than both the first and second time thresholds (t1, t2) discussed above. As a result, the lane departure warning system is activated later in the case of a stagnating vehicle. 
     Lastly, if the BSD signal indicates that there is no vehicle in the blind-spot and the CVW indicates that there is no approaching vehicle, then the ECU  100  only activates the lane departure warning when the time to lane departure is below a fourth time threshold (t4) (step  422 ). This fourth time threshold (t4) is lower than any of the other time thresholds discussed above and, as a result, the lane departure warning system is activated latest when no adjacent vehicle poses a danger. 
     The ECU  100  performs a similar process for the right side based on the input from the right rear sensor controller  108 . The ECU  100  estimates a time to lane departure into the right adjacent lane (step  426 ). If a CVW signal from the right rear sensor controller  108  is active and a TTC signal from the right rear sensor controller  108  is low, then the ECU  100  determines that an adjacent vehicle is fast approaching in the right adjacent lane (step  428 ). If a fast approaching vehicle is present, then the ECU  100  determines if the time to lane departure is less than a first time threshold (t1) (step  430 ) and activates the lane departure warning system when the time threshold (t1) is passed (step  424 ). If a slow approaching vehicle is present in the right lane (step  432 ), then the ECU  100  waits until the time to lane departure is below a second time threshold (t2) (step  434 ) before activating the lane departure warning system (step  424 ). 
     Next, the ECU  100  determines if there is a stagnating vehicle in the right adjacent lane (step  436 ). If there is a stagnating vehicle, then the ECU  100  determines if the time to lane departure is less than a third time threshold (t3) (step  438 ). If there is no vehicle detected in the right adjacent that poses a danger, then the ECU  100  activates the lane departure warning system at a time to lane departure less than a fourth time threshold (t4) (step  440 ). 
     As discussed above, in some constructions, the time (t1), the time (t2), the time (t3), and the time (t4) are adjustable so that the response of the lane departure system can be tuned. The tuning can be performed during manufacture of the system and, in some constructions, can later be fine-tuned by a user. As a starting point, (t4) can be set to zero for the slowest response to the least dangerous scenario. As such, the lane departure warning system will not be activated until the vehicle actually leaves its lane. Time (t3) is generally greater than time (t4), time (t2) is generally greater than time (t3), and time (t1) is generally greater than time (t2). However, time (t1), time (t2), time (t3), and time (t4) can be set to any values including setting the values equal. Varied time values allows the lane departure warning system to react faster to more hazardous conditions and react slower to less hazardous conditions. Consequently, the lane departure system achieves a fast response while reducing the amount of nuisance lane departure system activations. The order of decisions and processes in  FIG. 4  is not critical to the operation and could be performed in an alternate manner. 
     The ECU  100  outputs the action signal upon detection of a hazardous condition. More specifically, in the example of  FIG. 4 , the action signal causes the lane departure warning system to be activated, thereby alerting the driver of the host vehicle  202  by using audible, visual, or haptic alerts. However, in some constructions, the action signal causes a lane keeping support system to intervene and to actively control the steering of the vehicle to ensure that it remains in its current operating lane. The control of the steering may be performed by using an electronic stability program (i.e., an electronic stability control) or by using a steering control via an electronic power steering system. In still other constructions, the action signal can cause the vehicle&#39;s electronic stability control system to apply selective braking to alter the direction of the host vehicle  202 . 
     Furthermore, in some constructions, the ECU  100  is further configured to differentiate between intentional lane departures and unintentional lane departures. For example, if the turn signal is activated when a potential lane departure is detected, then the ECU  100  concludes that the lane change is intentional. Conversely, if the turn signal is not activated, then the ECU  100  concludes that the lane change is unintentional. The response of the ECU  100  may be altered depending on whether the lane departure is intentional or unintentional. For example, the lane departure warning signal might not be activated for intentional lane departures where there is no adjacent vehicle or only a stagnating adjacent vehicle (with no risk of collision). Similarly, the system may be configured to activate the lane keeping support system in response to unintentional lane departures and to activate the lane departure warning for intentional lane departures. 
     Lastly, although the examples described above focus on time-based calculations, other constructions may be implemented to focus more on a monitored distance between the host vehicle and the lane boundary. For example, instead of using the direction sensor  104  and vehicle speed to detect a potential lane departure, the system may be configured to monitor changes in the observed distance between the host vehicle and the lane boundary. In such constructions, the acts of receiving direction information (step  402 ), detecting a potential lane departure (step  404 ), and estimating a time to departure (steps  406  and  426 ) might be eliminated. Instead, the system would activate the lane departure warning when varying distance thresholds between the host vehicle and the lane boundary are detected. For example, when a fast approaching vehicle is detected, the lane departure warning system is activated when the distance between the host vehicle and the lane boundary is less than a first distance threshold (d1). When a slow approaching vehicle is detected, the lane departure warning system is activated when a distance between the host vehicle and the lane boundary is less than a second distance threshold (d2) that is smaller than the first distance threshold. When a stagnating vehicle is present, the lane departure warning system is activated when a distance between the host vehicle and the lane boundary is less than a third distance threshold (d3). When no adjacent vehicle is detected, the lane departure warning system is activated only when the host vehicle is actually crossing the lane boundary (i.e., d4=0). 
     Alternatively, in some constructions, the ECU  100  can utilize estimated distances between the host vehicle and the lane boundary to estimate a time to lane departure (e.g., based on a rate of change of the distance between the host vehicle and the lane boundary). 
     Thus, the invention provides, among other things, a lane departure monitoring system and method that monitors the lane position of the host vehicle and provides a warning to the user of the host vehicle based on a characterization of vehicles operating in adjacent lanes. Various features and advantages of the invention are set forth in the following claims.