Patent Description:
One-pedal functionality in vehicles allows the driver to practically drive without using the brake pedal. It does this by allowing the driver to regulate relatively high deceleration rates using the accelerator pedal alone. However, a common complaint is that the vehicle decelerates too much when the driver releases the accelerator pedal, such as when cruising on the highway. This requires an increased focus of the driver to carefully regulate the speed of the vehicle. In some cases, the vehicle does not decelerate enough when the driver releases the accelerator pedal, such as when the vehicle ahead begins to decelerate rapidly. This causes an increase in stress while driving. Accordingly, systems and methods are needed to match accelerator pedal behavior with driver expectation.

<CIT> discloses a system and method to assist a driver of a motor vehicle. Driver operation, vehicle motion and vehicle environment are detected. The detected driver operation, vehicle motion and vehicle environment are evaluated. Based on the evaluation, the driver is prompted to effecting a change in driver operation by applying at least one of braking torque to the motor vehicle and additional reaction force at the accelerator. The change in driver operation is in such a direction as to restrain an increase in degree with which the obstacle is coming close to the motor vehicle.

<CIT> discloses a method and an apparatus based thereon for automatically controlling the velocity of a vehicle under consideration of preceding vehicles. To select a preceding vehicle as the control target, an area of the possible future travel is determined. When the controlled vehicle is about to and/or is beginning to change lanes, the determined area of future travel is expanded.

<CIT> discloses that when a driver demand torque depending on an operation amount of an accelerator pedal is equal to or less than a target braking/driving torque for allowing the vehicle to travel at the travelling speed set by the driver, the acceleration/deceleration of the vehicle is controlled depending on the target braking/driving torque, when the driver demand torque exceeds the target braking/driving torque, the acceleration/deceleration is controlled depending on the driver demand torque, when the operation amount of the accelerator pedal decreases after the driver demand torque exceeds the target braking/driving torque, the driver demand torque is decreased depending on the decrease in the operation amount of the accelerator pedal, the decrease rate of the driver demand torque depending on the decrease in the operation amount of the accelerator pedal is set to be smaller than the decrease rate for a case where the driver does not set the travelling speed, and the acceleration/deceleration is controlled based on the set driver demand torque, and when the operation amount of the accelerator pedal becomes zero subsequently, the acceleration/deceleration is controlled depending on the target braking/driving torque.

The present invention relates to aspects, features, elements, implementations, and embodiments of reactive lane change assist in autonomous vehicle operational management and autonomous driving.

According to a first aspect, the present invention relates to a method for use in a host vehicle. The method includes determining a lead vehicle. The lead vehicle may be determined based on a proximate distance between the host vehicle and a lead vehicle candidate. The method includes determining a region of interest by a longitudinal distance and a first lateral distance. The longitudinal distance may be based on a speed of the host vehicle, a steering angle of the host vehicle, a yaw rate of the host vehicle, or any combination thereof. The first lateral distance may be based on a width of the lead vehicle. The region of interest may be based on a width of the lead vehicle. The region of interest may be a potential area of travel of the host vehicle. The method includes detecting a turn indicator of the host vehicle. The method includes increasing the region of interest by a second lateral distance. The region of interest may be increased in response to detecting the turn indicator of the host vehicle. The increased region of interest may include a neighbor vehicle. The second lateral distance may be based on a width of the neighbor vehicle. The method includes computing a feedback force value based on a deceleration estimate of the lead vehicle, a deceleration estimate of the neighbor vehicle, or both. The method includes adjusting an accelerator pedal calibration, such as an accelerator pedal output (APO)-to-torque conversion, based on the computed feedback force value.

According to a second aspect, the present invention relates to a host vehicle. The host vehicle may include one or more sensors. The one or more sensors may be configured to detect a proximate distance of an object from the host vehicle. The host vehicle may include a processor that is configured to determine that the object is a lead vehicle. The processor may determine that the object is a lead vehicle based on the proximate distance between the host vehicle and the object. The processor may be configured to determine a region of interest by a longitudinal distance and a first lateral distance. The longitudinal distance may be based on a speed of the host vehicle, a steering angle of the host vehicle, a yaw rate of the host vehicle, or any combination thereof. The first lateral distance may be based on a width of the lead vehicle. The first lateral distance may be associated with a width of the lead vehicle. The region of interest may be a potential area of travel of the host vehicle. The processor may be configured to detect a turn indicator of the host vehicle. The processor may be configured to increase the region of interest by a second lateral distance. The processor may be configured to increase the region of interest in response to the detection of the turn indicator. The increased region of interest may include a neighbor vehicle. The processor may be configured to compute a feedback force value based on a deceleration estimate of the lead vehicle, a deceleration estimate of the neighbor vehicle, or both. The processor may be configured to adjust an accelerator pedal calibration, such as an APO-to-torque conversion, based on the computed feedback force value. The processor may use the accelerator pedal calibration to estimate the driver's desired acceleration or deceleration rate from accelerator pedal position.

Variations in these and other aspects, features, elements, implementations, and embodiments of the methods, apparatus, procedures, and algorithms disclosed herein are described in further detail hereafter.

The various aspects of the methods and apparatuses disclosed herein will become more apparent by referring to the examples provided in the following description and drawings in which:.

A reactive pedal algorithm may be used to modify an accelerator pedal map to produce more deceleration for the same accelerator pedal position and vehicle speed. Modifying the accelerator pedal map may give the driver of a vehicle the sensation that the vehicle is resisting approaching closer to the lead vehicle. The accelerator pedal map may be modified based on a scene determination, for example, to classify vehicles as in-lane, neighbor-lane, or on-coming. The lane change assist methods and systems disclosed herein may modify the accelerator pedal range based on a lead vehicle, a neighbor vehicle, or both.

The lane change assist methods and systems disclosed herein may enhance driver comfort and enjoyment. For example, the accelerator pedal range may be adjusted to match driver expectation such that during open, free moving situations, the driver can relax and take their foot off the accelerator as the vehicle coasts and cruises as expected. In traffic or in locations requiring higher speed modulation, such as intersections and parking lots, for example, the vehicle may be configured to decelerate sufficiently when the driver releases the accelerator pedal. The methods and systems disclosed herein may use machine learning methods for continuous scene determination.

Although described herein with reference to an autonomous vehicle, the methods and apparatus described herein may be implemented in any vehicle capable of autonomous or semi-autonomous operation. Although described with reference to a vehicle transportation network, the method and apparatus described herein may include the autonomous vehicle operating in any area navigable by the vehicle.

<FIG> is a diagram of an example of a vehicle in which the aspects, features, and elements disclosed herein may be implemented. As shown, a vehicle <NUM> includes a chassis <NUM>, a powertrain <NUM>, a controller <NUM>, and wheels <NUM>. Although the vehicle <NUM> is shown as including four wheels <NUM> for simplicity, any other propulsion device or devices, such as a propeller or tread, may be used. In <FIG>, the lines interconnecting elements, such as the powertrain <NUM>, the controller <NUM>, and the wheels <NUM>, indicate that information, such as data or control signals, power, such as electrical power or torque, or both information and power, may be communicated between the respective elements. For example, the controller <NUM> may receive power from the powertrain <NUM> and may communicate with the powertrain <NUM>, the wheels <NUM>, or both, to control the vehicle <NUM>, which may include accelerating, decelerating, steering, or otherwise controlling the vehicle <NUM>.

As shown, the powertrain <NUM> includes a power source <NUM>, a transmission <NUM>, a steering unit <NUM>, and an actuator <NUM>. Other elements or combinations of elements of a powertrain, such as a suspension, a drive shaft, axles, or an exhaust system may be included. Although shown separately, the wheels <NUM> may be included in the powertrain <NUM>.

The power source <NUM> may include an engine, a battery, or a combination thereof. The power source <NUM> may be any device or combination of devices operative to provide energy, such as electrical energy, thermal energy, or kinetic energy. For example, the power source <NUM> may include an engine, such as an internal combustion engine, an electric motor, or a combination of an internal combustion engine and an electric motor, and may be operative to provide kinetic energy as a motive force to one or more of the wheels <NUM>. The power source <NUM> may include a potential energy unit, such as one or more dry cell batteries, such as nickel-cadmium (NiCd), nickel-zinc (NiZn), nickel metal hydride (NiMH), lithium-ion (Li-ion); solar cells; fuel cells; or any other device capable of providing energy.

The transmission <NUM> may receive energy, such as kinetic energy, from the power source <NUM>, and may transmit the energy to the wheels <NUM> to provide a motive force. The transmission <NUM> may be controlled by the controller <NUM> the actuator <NUM> or both. The steering unit <NUM> may be controlled by the controller <NUM> the actuator <NUM> or both and may control the wheels <NUM> to steer the vehicle. The actuator <NUM> may receive signals from the controller <NUM> and may actuate or control the power source <NUM>, the transmission <NUM>, the steering unit <NUM>, or any combination thereof to operate the vehicle <NUM>.

As shown, the controller <NUM> may include a location unit <NUM>, an electronic communication unit <NUM>, a processor <NUM>, a memory <NUM>, a user interface <NUM>, a sensor <NUM>, an electronic communication interface <NUM>, or any combination thereof. Although shown as a single unit, any one or more elements of the controller <NUM> may be integrated into any number of separate physical units. For example, the user interface <NUM> and the processor <NUM> may be integrated in a first physical unit and the memory <NUM> may be integrated in a second physical unit. Although not shown in <FIG>, the controller <NUM> may include a power source, such as a battery. Although shown as separate elements, the location unit <NUM>, the electronic communication unit <NUM>, the processor <NUM>, the memory <NUM>, the user interface <NUM>, the sensor <NUM>, the electronic communication interface <NUM>, or any combination thereof may be integrated in one or more electronic units, circuits, or chips.

The processor <NUM> may include any device or combination of devices capable of manipulating or processing a signal or other information now-existing or hereafter developed, including optical processors, quantum processors, molecular processors, or a combination thereof. For example, the processor <NUM> may include one or more special purpose processors, one or more digital signal processors, one or more microprocessors, one or more controllers, one or more microcontrollers, one or more integrated circuits, one or more Application Specific Integrated Circuits, one or more Field Programmable Gate Array, one or more programmable logic arrays, one or more programmable logic controllers, one or more state machines, or any combination thereof. The processor <NUM> may be operatively coupled with the location unit <NUM>, the memory <NUM>, the electronic communication interface <NUM>, the electronic communication unit <NUM>, the user interface <NUM>, the sensor <NUM>, the powertrain <NUM>, or any combination thereof. For example, the processor may be operatively coupled with the memory <NUM> via a communication bus <NUM>.

The memory <NUM> may include any tangible non-transitory computer-usable or computer-readable medium, capable of, for example, containing, storing, communicating, or transporting machine readable instructions, or any information associated therewith, for use by or in connection with the processor <NUM>. The memory <NUM> may be, for example, one or more solid state drives, one or more memory cards, one or more removable media, one or more read-only memories, one or more random access memories, one or more disks, including a hard disk, a floppy disk, an optical disk, a magnetic or optical card, or any type of non-transitory media suitable for storing electronic information, or any combination thereof.

The communication interface <NUM> may be a wireless antenna, as shown, a wired communication port, an optical communication port, or any other wired or wireless unit capable of interfacing with a wired or wireless electronic communication medium <NUM>. Although <FIG> shows the communication interface <NUM> communicating via a single communication link, a communication interface may be configured to communicate via multiple communication links. Although <FIG> shows a single communication interface <NUM>, a vehicle may include any number of communication interfaces.

The communication unit <NUM> may be configured to transmit or receive signals via a wired or wireless electronic communication medium <NUM>, such as via the communication interface <NUM>. Although not explicitly shown in <FIG>, the communication unit <NUM> may be configured to transmit, receive, or both via any wired or wireless communication medium, such as radio frequency (RF), ultraviolet (UV), visible light, fiber optic, wireline, or a combination thereof. Although <FIG> shows a single communication unit <NUM> and a single communication interface <NUM>, any number of communication units and any number of communication interfaces may be used. In some embodiments, the communication unit <NUM> may include a dedicated short-range communications (DSRC) unit, an on-board unit (OBU), or a combination thereof.

The location unit <NUM> may determine geolocation information, such as longitude, latitude, elevation, direction of travel, or speed, of the vehicle <NUM>. For example, the location unit may include a global positioning system (GPS) unit, such as a Wide Area Augmentation System (WAAS) enabled National Marine -Electronics Association (NMEA) unit, a radio triangulation unit, or a combination thereof. The location unit <NUM> can be used to obtain information that represents, for example, a current heading of the vehicle <NUM>, a current position of the vehicle <NUM> in two or three dimensions, a current angular orientation of the vehicle <NUM>, or a combination thereof.

The user interface <NUM> may include any unit capable of interfacing with a person, such as a virtual or physical keypad, a touchpad, a display, a touch display, a heads-up display, a virtual display, an augmented reality display, a haptic display, a feature tracking device, such as an eye-tracking device, a speaker, a microphone, a video camera, a sensor, a printer, or any combination thereof. The user interface <NUM> may be operatively coupled with the processor <NUM>, as shown, or with any other element of the controller <NUM>. Although shown as a single unit, the user interface <NUM> may include one or more physical units. For example, the user interface <NUM> may include an audio interface for performing audio communication with a person and a touch display for performing visual and touch-based communication with the person. The user interface <NUM> may include multiple displays, such as multiple physically separate units, multiple defined portions within a single physical unit, or a combination thereof.

The sensor <NUM> may include one or more sensors, such as an array of sensors, which may be operable to provide information that may be used to control the vehicle. The sensors <NUM> may provide information regarding current operating characteristics of the vehicle <NUM>. The sensor <NUM> can include, for example, a speed sensor, acceleration sensors, a steering angle sensor, traction-related sensors, braking-related sensors, steering wheel position sensors, eye tracking sensors, seating position sensors, or any sensor, or combination of sensors, operable to report information regarding some aspect of the current dynamic situation of the vehicle <NUM>.

The sensor <NUM> may include one or more sensors operable to obtain information regarding the physical environment surrounding the vehicle <NUM>. For example, one or more sensors may detect road geometry and features, such as lane lines, and obstacles, such as fixed obstacles, vehicles, and pedestrians. The sensor <NUM> can be or include one or more video cameras, laser-sensing systems, infrared-sensing systems, acoustic-sensing systems, or any other suitable type of on-vehicle environmental sensing device, or combination of devices, now known or later developed. In some embodiments, the sensors <NUM> and the location unit <NUM> may be a combined unit.

Although not shown separately, the vehicle <NUM> may include a trajectory controller. For example, the controller <NUM> may include the trajectory controller. The trajectory controller may be operable to obtain information describing a current state of the vehicle <NUM> and a route planned for the vehicle <NUM>, and, based on this information, to determine and optimize a trajectory for the vehicle <NUM>. In some embodiments, the trajectory controller may output signals operable to control the vehicle <NUM> such that the vehicle <NUM> follows the trajectory that is determined by the trajectory controller. For example, the output of the trajectory controller can be an optimized trajectory that may be supplied to the powertrain <NUM>, the wheels <NUM>, or both. In some embodiments, the optimized trajectory can be control inputs such as a set of steering angles, with each steering angle corresponding to a point in time or a position. In some embodiments, the optimized trajectory can be one or more paths, lines, curves, or a combination thereof.

One or more of the wheels <NUM> may be a steered wheel, which may be pivoted to a steering angle under control of the steering unit <NUM>, a propelled wheel, which may be torqued to propel the vehicle <NUM> under control of the transmission <NUM>, or a steered and propelled wheel that may steer and propel the vehicle <NUM>.

Although not shown in <FIG>, a vehicle may include units, or elements, not shown in <FIG>, such as an enclosure, a Bluetooth® module, a frequency modulated (FM) radio unit, a Near Field Communication (NFC) module, a liquid crystal display (LCD) display unit, an organic light-emitting diode (OLED) display unit, a speaker, or any combination thereof.

The vehicle <NUM> may be an autonomous vehicle controlled autonomously, without direct human intervention, to traverse a portion of a vehicle transportation network. Although not shown separately in <FIG>, an autonomous vehicle may include an autonomous vehicle control unit, which may perform autonomous vehicle routing, navigation, and control. The autonomous vehicle control unit may be integrated with another unit of the vehicle. For example, the controller <NUM> may include the autonomous vehicle control unit.

The autonomous vehicle control unit may control or operate the vehicle <NUM> to traverse a portion of the vehicle transportation network in accordance with current vehicle operation parameters. The autonomous vehicle control unit may control or operate the vehicle <NUM> to perform a defined operation or maneuver, such as parking the vehicle. The autonomous vehicle control unit may generate a route of travel from an origin, such as a current location of the vehicle <NUM>, to a destination based on vehicle information, environment information, vehicle transportation network data representing the vehicle transportation network, or a combination thereof, and may control or operate the vehicle <NUM> to traverse the vehicle transportation network in accordance with the route. For example, the autonomous vehicle control unit may output the route of travel to the trajectory controller, and the trajectory controller may operate the vehicle <NUM> to travel from the origin to the destination using the generated route.

<FIG> is a diagram of an example of a portion of a vehicle transportation and communication system <NUM> in which the aspects, features, and elements disclosed herein may be implemented. The vehicle transportation and communication system <NUM> may include one or more vehicles <NUM>/<NUM>, such as the vehicle <NUM> shown in <FIG>, which may travel via one or more portions of one or more vehicle transportation networks <NUM>, and may communicate via one or more electronic communication networks <NUM>. Although not explicitly shown in <FIG>, a vehicle may traverse an area that is not expressly or completely included in a vehicle transportation network, such as an off-road area.

The electronic communication network <NUM> may be, for example, a multiple access system and may provide for communication, such as voice communication, data communication, video communication, messaging communication, or a combination thereof, between the vehicle <NUM>/<NUM> and one or more communication devices <NUM>. For example, a vehicle <NUM>/<NUM> may receive information, such as information representing the vehicle transportation network <NUM>, from a communication device <NUM> via the network <NUM>.

In some embodiments, a vehicle <NUM>/<NUM> may communicate via a wired communication link (not shown), a wireless communication link <NUM>/<NUM>/<NUM>, or a combination of any number of wired or wireless communication links. For example, as shown, a vehicle <NUM>/<NUM> may communicate via a terrestrial wireless communication link <NUM>, via a non-terrestrial wireless communication link <NUM>, or via a combination thereof. The terrestrial wireless communication link <NUM> may include an Ethernet link, a serial link, a Bluetooth link, an infrared (IR) link, an ultraviolet (UV) link, or any link capable of providing for electronic communication.

A vehicle <NUM>/<NUM> may communicate with another vehicle <NUM>/<NUM>. For example, a host, or subject, vehicle (HV) <NUM> may receive one or more automated inter-vehicle messages, such as a basic safety message (BSM), from a remote, or target, vehicle (RV) <NUM>, via a direct communication link <NUM>, or via a network <NUM>. For example, the remote vehicle <NUM> may broadcast the message to host vehicles within a defined broadcast range, such as <NUM> meters. In some embodiments, the host vehicle <NUM> may receive a message via a third party, such as a signal repeater (not shown) or another remote vehicle (not shown). A vehicle <NUM>/<NUM> may transmit one or more automated inter-vehicle messages periodically, based on, for example, a defined interval, such as <NUM> milliseconds.

Automated inter-vehicle messages may include vehicle identification information, geospatial state information, such as longitude, latitude, or elevation information, geospatial location accuracy information, kinematic state information, such as vehicle acceleration information, yaw rate information, speed information, vehicle heading information, braking system status information, throttle information, steering wheel angle information, or vehicle routing information, or vehicle operating state information, such as vehicle size information, headlight state information, turn signal information, wiper status information, transmission information, or any other information, or combination of information, relevant to the transmitting vehicle state. For example, transmission state information may indicate whether the transmission of the transmitting vehicle is in a neutral state, a parked state, a forward state, or a reverse state.

The vehicle <NUM> may communicate with the communications network <NUM> via an access point <NUM>. The access point <NUM>, which may include a computing device, may be configured to communicate with a vehicle <NUM>, with a communication network <NUM>, with one or more communication devices <NUM>, or with a combination thereof via wired or wireless communication links <NUM>/<NUM>. For example, the access point <NUM> may be a base station, a base transceiver station (BTS), a Node-B, an enhanced Node-B (eNode-B), a Home Node-B (HNode-B), a wireless router, a wired router, a hub, a relay, a switch, or any similar wired or wireless device. Although shown as a single unit in <FIG>, an access point may include any number of interconnected elements.

The vehicle <NUM> may communicate with the communications network <NUM> via a satellite <NUM>, or other non-terrestrial communication device. The satellite <NUM>, which may include a computing device, may be configured to communicate with a vehicle <NUM>, with a communication network <NUM>, with one or more communication devices <NUM>, or with a combination thereof via one or more communication links <NUM>/<NUM>. Although shown as a single unit in <FIG>, a satellite may include any number of interconnected elements.

An electronic communication network <NUM> may be any type of network configured to provide for voice, data, or any other type of electronic communication. For example, the electronic communication network <NUM> may include a local area network (LAN), a wide area network (WAN), a virtual private network (VPN), a mobile or cellular telephone network, the Internet, or any other electronic communication system. The electronic communication network <NUM> may use a communication protocol, such as the transmission control protocol (TCP), the user datagram protocol (UDP), the internet protocol (IP), the real-time transport protocol (RTP) the HyperText Transport Protocol (HTTP), or a combination thereof. Although shown as a single unit in <FIG>, an electronic communication network may include any number of interconnected elements.

The vehicle <NUM> may identify a portion or condition of the vehicle transportation network <NUM>. For example, the vehicle <NUM> may include one or more on-vehicle sensors <NUM>, such as sensor <NUM> shown in <FIG>, which may include a speed sensor, a wheel speed sensor, a camera, a gyroscope, an optical sensor, a laser sensor, a radar sensor, a sonic sensor, or any other sensor or device or combination thereof capable of determining or identifying a portion or condition of the vehicle transportation network <NUM>. The sensor data may include lane line data, remote vehicle location data, or both.

The vehicle <NUM> may traverse a portion or portions of one or more vehicle transportation networks <NUM> using information communicated via the network <NUM>, such as information representing the vehicle transportation network <NUM>, information identified by one or more on-vehicle sensors <NUM>, or a combination thereof.

Although, for simplicity, <FIG> shows two vehicles <NUM>, <NUM>, one vehicle transportation network <NUM>, one electronic communication network <NUM>, and one communication device <NUM>, any number of vehicles, networks, or computing devices may be used. The vehicle transportation and communication system <NUM> may include devices, units, or elements not shown in <FIG>. Although the vehicle <NUM> is shown as a single unit, a vehicle may include any number of interconnected elements.

Although the vehicle <NUM> is shown communicating with the communication device <NUM> via the network <NUM>, the vehicle <NUM> may communicate with the communication device <NUM> via any number of direct or indirect communication links. For example, the vehicle <NUM> may communicate with the communication device <NUM> via a direct communication link, such as a Bluetooth communication link.

In some embodiments, a vehicle <NUM>/<NUM> may be associated with an entity <NUM>/<NUM>, such as a driver, operator, or owner of the vehicle. In some embodiments, an entity <NUM>/<NUM> associated with a vehicle <NUM>/<NUM> may be associated with one or more personal electronic devices <NUM>/<NUM>/<NUM>/<NUM>, such as a smartphone <NUM>/<NUM> or a computer <NUM>/<NUM>. In some embodiments, a personal electronic device <NUM>/<NUM>/<NUM>/<NUM> may communicate with a corresponding vehicle <NUM>/<NUM> via a direct or indirect communication link. Although one entity <NUM>/<NUM> is shown as associated with one vehicle <NUM>/<NUM> in <FIG>, any number of vehicles may be associated with an entity and any number of entities may be associated with a vehicle.

<FIG> is a diagram of an example of a reactive lane change assist system <NUM> for use in a vehicle in accordance with this invention. The reactive lane change assist system <NUM> includes a processor <NUM>, such as processor <NUM> shown in <FIG>, a memory <NUM>, such as memory <NUM> shown in <FIG>, and one or more sensors <NUM>, such as sensor <NUM> shown in <FIG>.

The processor <NUM> includes a vehicle environment monitor <NUM> and a vehicle controller <NUM>. The vehicle environment monitor <NUM> may correlate, associate, or otherwise process the operational environment data to determine a scene. Determining a scene may include identifying, tracking, or predicting actions of one or more remote vehicles in the operational environment of the autonomous vehicle, such as information indicating a slow or stationary remote vehicle along the expected path of the autonomous vehicle, to identify one or more aspects of the operational environment of the autonomous vehicle, such as vehicle transportation network geometry in the operational environment of the autonomous vehicle, or a combination thereof geospatially corresponding to a lane-change operation. For example, the vehicle environment monitor <NUM> may receive information, such as sensor data, from the one or more sensors <NUM>, which may correspond to one or more remote vehicles in the operational environment of the autonomous vehicle, one or more aspects of the operational environment of the autonomous vehicle in the operational environment of the autonomous vehicle or a combination thereof geospatially corresponding to a scene, such as, for example, associated with a lane-change operation. The vehicle environment monitor <NUM> may associate the sensor data with one or more identified remote vehicles in the operational environment of the autonomous vehicle, one or more aspects of the operational environment of the autonomous vehicle, or a combination thereof geospatially corresponding to a lane-change operation, which may include identifying a current or expected direction of travel, a path, such as an expected path, a current or expected velocity, a current or expected acceleration rate, or a combination thereof, for one or more of the respective identified remote vehicles. The vehicle environment monitor <NUM> may output the identified, associated, or generated scene information to, or for access by, the vehicle controller <NUM>. The scene information may classify vehicles as in-lane, neighbor-lane, on-coming, or other classification. An in-lane vehicle may be classified as a lead vehicle that the host vehicle has identified to follow. A neighbor-lane vehicle may be classified as a neighbor vehicle that is in a neighbor lane. A neighbor vehicle may be re-classified as a lead vehicle after the host vehicle performs or is performing a lane change into the neighbor lane. An on-coming vehicle is a vehicle that is traversing in a direction towards the host vehicle, and may be in the same lane as the vehicle or a neighbor lane.

The memory <NUM> includes one or more pedal maps <NUM>. The pedal maps <NUM> may be referred to as accelerator maps and may be associated with a driving modes such as normal mode, a regenerative mode, or a comfort mode. For example, a regenerative mode may provide a heavy deceleration (i.e., active braking) when the accelerator pedal is released, and a comfort mode may provide a minimal deceleration so as to provide a gliding experience when the accelerator pedal is released. A normal mode may be a blend of the regenerative mode and comfort mode where a moderate deceleration is provided. Each pedal map may be a representation of a method to convert the driver's accelerator pedal output (APO) to a driver torque request. A pedal map may be expressed as curves of torque versus speed and APO, and may be used to estimate a driver torque or acceleration request based on the driving mode, vehicle speed, and APO.

The vehicle controller <NUM> includes a lane change assist controller <NUM> and is configured to receive the scene information from the vehicle environment monitor <NUM>. The lane change assist controller <NUM> is configured to modify a pedal map from the memory <NUM> based on the scene information. A dynamically modified pedal map may be used to adjust the available range of torque requests based on a deceleration estimate of a lead vehicle, a neighbor vehicle, or both. The lane change assist controller <NUM> may output a reactive assist request <NUM>. The reactive assist request <NUM> may be based on a confidence value of the deceleration estimate of the lead vehicle. In an example, the reactive assist request may be a torque request that is subtracted from a nominal torque request in a selected driving mode to adjust the estimate of the driver torque request to better match the driver's expected deceleration in that scene.

<FIG> is a block diagram of an example of a reactive lane change assist region of interest <NUM> in accordance with this invention. <FIG> shows a host vehicle <NUM> and a remote vehicle <NUM> traversing in the same direction on a multi-lane road, such as a highway. As shown in <FIG>, the host vehicle <NUM> is traversing in a lane of the multi-lane road, and at some point in time will reach point A. The points shown between the host vehicle <NUM> and point A are points that the vehicle <NUM> are predicted to be in on the way to point A. In this example, there is no vehicle in the lane in front of the host vehicle <NUM>. In this example, the remote vehicle <NUM> is in a neighbor lane relative to the lane that the host vehicle <NUM> is traversing. Accordingly, in this example, the remote vehicle <NUM> is a neighbor vehicle.

<FIG> shows a region of interest <NUM>, which is a potential area of travel of the host vehicle <NUM>. The region of interest <NUM> may be based on a speed of the host vehicle <NUM>, a steering angle of the host vehicle <NUM>, a yaw rate of the host vehicle <NUM>, a longitudinal distance straight ahead of the host vehicle <NUM>, a lateral distance to the left or right of the vehicle based on the width of a lane or the width of a lead vehicle or a neighbor vehicle, or any combination thereof. The longitudinal and lateral distances are based on X and Y coordinates relative to the host vehicle, where X is the distance straight ahead of the host vehicle, and Y is the distance to the left or right of the host vehicle. In an example, if the host vehicle is traveling at <NUM> meters per second with a zero yaw rate, then it may be expected that the host vehicle will travel <NUM> meters in a longitudinal direction in <NUM> seconds and zero meters in a lateral direction. With non-zero yaw rates, the expected longitudinal distance traveled decreases since the host vehicle follows a curve, and the expected lateral distance traveled increases positive or negative based on yaw rate sign. The steering angle of the host vehicle <NUM> may be associated with a yaw rate of the host vehicle <NUM>. At some point in time, an operator of the host vehicle <NUM> may determine to perform a lane-change operation and initiate a turn indicator <NUM>. Based on a detection of the turn indicator <NUM>, the host vehicle <NUM> may increase the region of interest <NUM> to include the neighbor lane. The increased region of interest may be based on a lateral distance such as a lane width of the neighbor lane or a width of the neighbor vehicle.

<FIG> is a flow diagram of an example of a reactive lane change assist method <NUM> for use in a vehicle in accordance with embodiments of this invention. The reactive lane change assist method <NUM> may be performed by the reactive lane change assist system <NUM> shown in <FIG>. In this example, a host vehicle, such as host vehicle <NUM> shown in <FIG>, may be following another vehicle in the same lane and then perform a lane-change operation to another lane that has a neighbor vehicle, such as remote vehicle <NUM> shown in <FIG>. The reactive lane change assist method <NUM> includes determining <NUM> a lead vehicle. Determining <NUM> the lead vehicle may be based on a proximate distance between a host vehicle and a lead vehicle candidate. The lead vehicle candidate may be another vehicle traveling in the same lane as the host vehicle, or it may be another vehicle traveling in a neighbor lane, such as remote vehicle <NUM> shown in <FIG>.

The reactive lane change assist method <NUM> includes determining <NUM> a region of interest. The region of interest is a potential area of travel of the host vehicle. Determining <NUM> a region of interest may include determining a series of locations specified by longitudinal distances ahead of the host vehicle and lateral distances based on the host vehicle speed, steering angle, yaw rate, and a width of the lead vehicle. The first lateral distance is based on a width of a lane in which the lead vehicle is traveling.

The reactive lane change assist method <NUM> includes detecting <NUM> a turn indicator of the host vehicle and increasing <NUM> the region of interest based on the detection of the turn indicator. The region of interest is increased by a second lateral distance in response to the detection of the turn indicator. The increased region of interest includes a neighbor vehicle, and the second lateral distance is based on a width of the neighbor vehicle. In some examples, the second lateral distance may be based on a width of a lane in which the neighbor vehicle is traveling. In some examples, the increased region of interest may be based on a speed, yaw rate, or steering angle of the host vehicle.

The reactive lane change assist method <NUM> includes computing <NUM> a feedback force value. The feedback force value is computed based on a deceleration estimate of the lead vehicle, a deceleration estimate of the neighbor vehicle, or both. The deceleration estimate of the lead vehicle may be a dynamic estimate that is based on a function of a relative distance of the lead vehicle from the host vehicle, a relative speed of the lead vehicle, and a relative acceleration of the lead vehicle. The deceleration estimate of the neighbor vehicle may be a dynamic estimate that is based on a function of a relative distance of the neighbor vehicle from the host vehicle, a relative speed of the neighbor vehicle, and a relative acceleration of the neighbor vehicle. The feedback force value may be computed based on a minimum function of the deceleration estimate of the lead vehicle and the deceleration estimate of the neighbor vehicle. For example, if the deceleration estimate of the lead vehicle is less than the deceleration estimate of the neighbor vehicle, the deceleration estimate of the lead vehicle may be selected to compute the feedback force value.

The reactive lane change assist method <NUM> includes adjusting <NUM> the driver torque request based on the computed feedback force value. Adjusting <NUM> the driver torque request effectively changes the APO-to-torque conversion to match driver expectation. For example, during open, free moving situations, the driver may want to relax and take their foot off the accelerator. In these situations, the host vehicle will automatically adjust the APO-to-torque conversion to reduce the maximum deceleration torque request so as to allow the vehicle coast and cruise as expected. In traffic or in locations requiring higher speed modulations, such as intersections and parking lots, the driver may expect more deceleration from the vehicle when the driver takes their foot off the accelerator. In these situations, the host vehicle will automatically adjust the APO-to-torque conversion to increase the maximum deceleration so as to decelerate sufficiently when the driver releases the accelerator pedal. The APO-to-torque conversion may be adjusted based on one or more accelerator maps. The one or more accelerator maps may be associated with a driving mode and include a normal mode accelerator map, a regenerative mode accelerator map, and a comfort mode accelerator map. The adjustment of the driver torque request may be based on a reactive assist request. The reactive assist request may be based on a confidence value of the deceleration estimate of the lead vehicle. In an example, the reactive assist request may be a torque request that is subtracted from a base offset of the APO of a selected driving mode to adjust the accelerator feedback force value.

<FIG> is a flow diagram of an example of another reactive lane change method <NUM> for use in a vehicle in accordance with embodiments of this invention. In this example, a host vehicle may perform a turn in one lane while avoiding another vehicle making a turn in a neighbor lane. The reactive lane change method <NUM> includes detecting <NUM> a turn indicator of the host vehicle and detecting <NUM> a target vehicle. The target vehicle may be any vehicle that is detected within an operational environment of the host vehicle.

The reactive lane change method <NUM> includes generating <NUM> a region of interest. The region of interest may include the target vehicle. The region of interest may be determined based on the detection of the turn indicator, the detection of the target vehicle, or both.

The reactive lane change method <NUM> includes detecting <NUM> a steering angle of the host vehicle and determining <NUM> whether the target vehicle is a lead vehicle. The determination of whether the target vehicle is a lead vehicle may be based on the speed of the target vehicle, the steering angle of the host vehicle, or both. For example, if the target vehicle speed is zero, the host vehicle may determine that the target vehicle is a parked vehicle, and therefore the target vehicle is a non-lead vehicle. In an example where the host vehicle is in a turning lane, if the target vehicle speed is greater than zero and the target vehicle is in a neighbor turning lane with its turn indicator on, the host vehicle may determine that the target vehicle is a non-lead vehicle if the steering angle of the host vehicle indicates that the host vehicle is not performing a lane change.

If it is determined <NUM> that the target vehicle is a lead vehicle, the reactive lane change method <NUM> includes computing <NUM> a feedback force value based on the lead vehicle. The feedback force value may be computed based on a deceleration estimate of the lead vehicle. The deceleration estimate of the lead vehicle may be a dynamic estimate that is based on a function of a relative distance of the lead vehicle from the host vehicle, a relative speed of the lead vehicle, and a relative acceleration of the lead vehicle.

In response to computing <NUM> the feedback force value based on the lead vehicle, the reactive lane change method <NUM> includes adjusting <NUM> the driver torque request based on the computed feedback force value. Adjusting <NUM> the driver torque request effectively changes the APO-to-torque conversion to match driver expectation. For example, during open, free moving situations, the driver may want to relax and take their foot off the accelerator. In these situations, the host vehicle will automatically adjust the APO-to-torque conversion to reduce the maximum deceleration torque request so as to allow the vehicle to coast and cruise as expected. In traffic or in locations requiring higher speed modulations, such as intersections and parking lots, the driver may expect more deceleration from the vehicle when the driver takes their foot off the accelerator. In these situations, the host vehicle will automatically adjust the APO-to-torque conversion to increase the maximum deceleration so as to decelerate sufficiently when the driver releases the accelerator pedal. The APO-to-torque conversion may be adjusted based on one or more accelerator maps. The one or more accelerator maps may be associated with a driving mode and include a normal mode accelerator map, a regenerative mode accelerator map, and a comfort mode accelerator map. The adjustment of the driver torque request may be based on a reactive assist request. The reactive assist request may be based on a confidence value of the deceleration estimate of the lead vehicle. In an example, the reactive assist request may be a torque request that is subtracted from a base offset of the APO of a selected driving mode to adjust the accelerator feedback force.

If it is determined <NUM> that the target vehicle is a non-lead vehicle, the reactive lane change method <NUM> includes computing <NUM> a feedback force value based on a non-lead vehicle. In an example, the feedback force value may be computed based on having no lead vehicle.

In response to computing <NUM> the feedback force value based on a non-lead vehicle, the reactive lane change method <NUM> includes adjusting <NUM> the driver torque request based on the computed feedback force value. Adjusting <NUM> the driver torque request effectively changes the APO-to-torque conversion to match driver expectation. For example, during open, free moving situations, the driver may want to relax and take their foot off the accelerator. In these situations, the host vehicle will automatically adjust the APO-to-torque conversion to reduce the maximum deceleration torque request so as to allow the vehicle coast and cruise as expected. In traffic or in locations requiring higher speed modulations, such as intersections and parking lots, the driver may expect more deceleration from the vehicle when the driver takes their foot off the accelerator. In these situations, the host vehicle will automatically adjust the APO-to-torque conversion to increase the maximum deceleration so as to decelerate sufficiently when the driver releases the accelerator pedal. The APO-to-torque conversion may be adjusted based on one or more accelerator maps. The one or more accelerator maps may be associated with a driving mode and include a normal mode accelerator map, a regenerative mode accelerator map, and a comfort mode accelerator map. The adjustment of the driver torque request may be based on a reactive assist request. The reactive assist request may be based on a confidence value of the deceleration estimate of the lead vehicle. In an example, the reactive assist request may be a torque request that is subtracted from a base offset of the APO of a selected driving mode to adjust the accelerator feedback force.

As used herein, the terminology "computer" or "computing device" includes any unit, or combination of units, capable of performing any method, or any portion or portions thereof, disclosed herein.

As used herein, the terminology "processor" indicates one or more processors, such as one or more special purpose processors, one or more digital signal processors, one or more microprocessors, one or more controllers, one or more microcontrollers, one or more application processors, one or more Application Specific Integrated Circuits, one or more Application Specific Standard Products; one or more Field Programmable Gate Arrays, any other type or combination of integrated circuits, one or more state machines, or any combination thereof.

As used herein, the terminology "memory" indicates any computer-usable or computer-readable medium or device that can tangibly contain, store, communicate, or transport any signal or information that may be used by or in connection with any processor. For example, a memory may be one or more read only memories (ROM), one or more random access memories (RAM), one or more registers, low power double data rate (LPDDR) memories, one or more cache memories, one or more semiconductor memory devices, one or more magnetic media, one or more optical media, one or more magnetooptical media, or any combination thereof.

As used herein, the terminology "instructions" may include directions or expressions for performing any method, or any portion or portions thereof, disclosed herein, and may be realized in hardware, software, or any combination thereof. For example, instructions may be implemented as information, such as a computer program, stored in memory that may be executed by a processor to perform any of the respective methods, algorithms, aspects, or combinations thereof, as described herein. In some embodiments, instructions, or a portion thereof, may be implemented as a special purpose processor, or circuitry, that may include specialized hardware for carrying out any of the methods, algorithms, aspects, or combinations thereof, as described herein. In some implementations, portions of the instructions may be distributed across multiple processors on a single device, on multiple devices, which may communicate directly or across a network such as a local area network, a wide area network, the Internet, or a combination thereof.

As used herein, the terminology "example", "embodiment", "implementation", "aspect", "feature", or "element" indicates serving as an example, instance, or illustration.

As used herein, the terminology "determine" and "identify", or any variations thereof, includes selecting, ascertaining, computing, looking up, receiving, determining, establishing, obtaining, or otherwise identifying or determining in any manner whatsoever using one or more of the devices shown and described herein.

As used herein, the terminology "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless specified otherwise, or clear from context, "X includes A or B" is intended to indicate any of the natural inclusive permutations. That is, if X includes A; X includes B; or X includes both A and B, then "X includes A or B" is satisfied under any of the foregoing instances. In addition, the articles "a" and "an" as used in this application and the appended claims should generally be construed to mean "one or more" unless specified otherwise or clear from context to be directed to a singular form.

Further, for simplicity of explanation, although the figures and descriptions herein may include sequences or series of steps or stages, elements of the methods disclosed herein may occur in various orders or concurrently. Additionally, elements of the methods disclosed herein may occur with other elements not explicitly presented and described herein. Furthermore, not all elements of the methods described herein may be required to implement a method in accordance with this invention.

Claim 1:
A method for use in a host vehicle, the method comprising:
determining a lead vehicle (<NUM>) based on a proximate distance between the host vehicle and a lead vehicle candidate;
determining a region of interest (<NUM>) by a longitudinal distance based on a speed of the host vehicle, a steering angle of the host vehicle, and a yaw rate of the host vehicle, and a first lateral distance based on a width of the lead vehicle, wherein the region of interest is a potential area of travel of the host vehicle;
detecting a turn indicator (<NUM>) of the host vehicle;
increasing the region of interest (<NUM>) by a second lateral distance in response to the detection of the turn indicator, wherein the increased region of interest includes a neighbor vehicle, and wherein the second lateral distance is based on a width of the neighbor vehicle;
computing a feedback force value (<NUM>) based on a deceleration estimate of the lead vehicle and a deceleration estimate of the neighbor vehicle; and
adjusting an accelerator pedal output (APO)-to-torque conversion (<NUM>) based on the computed feedback force value.