Patent Application
20230117467
One or more embodiments relate to a vehicle system and method for assisting a driver during a passing maneuver.
A vehicle may communicate with other nearby objects to collect information about its surroundings. Such communication may include vehicle-to-vehicle (V2V) communication, vehicle-to-motorcycle (V2M) communication, vehicle-to-infrastructure (V2I) communication, vehicle-to-network (V2N) communication, vehicle-to-pedestrian (V2P) communication, vehicle-to-device (V2D) communication, and vehicle-to-grid communication (V2G). This communication may be collectively referred to as vehicle-to-everything (V2X) communication. V2X communication presents an opportunity to assist the driver of the passenger vehicle by providing information beyond their field of view.
In one embodiment, a vehicle-to-everything (V2X) communication system is provided with a user interface for displaying content within a host vehicle and at least one transceiver to receive input indicative of: the host vehicle turning at an upcoming intersection and driving conditions within a region between a remote vehicle and the upcoming intersection. A processor is programmed to: determine a passing maneuver feasibility based on the driving conditions in response to the host vehicle initiating a passing maneuver relative to the remote vehicle, and generate a driver assist message on the user interface based on the passing maneuver feasibility.
In another embodiment, a driver assist system is provided with at least one transceiver for being positioned in a host vehicle to receive input indicative of: the host vehicle turning at an upcoming intersection; and driving conditions within a region between a remote vehicle and the upcoming intersection. A processor is programmed to, in response to the host vehicle initiating a passing maneuver of the remote vehicle, determine at least one of a passing maneuver feasibility and a confidence level based on the driving conditions, and to generate a driver assist message based on the passing maneuver feasibility or the confidence level.
In yet another embodiment, a method is provided for assisting a driver of a host vehicle. Input is received that is indicative of the host vehicle turning at an upcoming intersection, and of driving conditions within a region between a remote vehicle and the upcoming intersection. At least one of a passing maneuver feasibility and a confidence level is determined based on the driving conditions, in response to the host vehicle initiating a passing maneuver of the remote vehicle within the region. A driver assist message is generated based on the passing maneuver feasibility or the confidence level.
For a more complete understanding of the present disclosure, and for further features and advantages thereof, reference is now made to the following description taken in conjunction with the accompanying drawings.
As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
With reference to
Referring to
The transceiver 112 may also receive input that is indicative of the environment external to the HV 102. For example, the HV 102 may include sensors 116, e.g., light detection and ranging (Lidar) sensors, for determining the location of objects external to the HV 102. The HV 102 may also include one or more cameras 118 for monitoring the external environment.
The vehicle system 100 also includes a V2X transceiver 120 that is connected to the controller 104 for communicating with other vehicles and structures. For example, the vehicle system 100 of the HV 102 may use the V2X transceiver 120 for communicating directly with the RV 108 by vehicle-to-vehicle (V2V) communication, a sign 122 by vehicle-to-infrastructure (V2I) communication, or a motorcycle (not shown) by vehicle-to-motorcycle (V2M) communication.
The vehicle system 100 may use WLAN technology to form a vehicular ad-hoc network as two V2X devices come within each other's range. This technology is referred to as Dedicated Short-Range Communication (DSRC), which uses the underlying radio communication provided by IEE 802.11p. The range of DSRC is typically about 300 meters, with some systems having a maximum range of about 1000 meters. DSRC in the United States typically operates in the 5.9 GHz range, from about 5.85 GHz to about 5.925 GHz, and the typical latency for DSRC is about 50 ms. Alternatively, the vehicle system 100 may communicate with another V2X device using Cellular V2X (C-V2X), Long Term Evolution V2X (LTE-V2X), or New Radio Cellular V2X (NR C-V2X), each of which may use a cellular network 124.
Each V2X device may provide information indictive of its own status to other V2X devices. Connected vehicle systems and V2V and V2I applications using DSRC rely on the Basic Safety Message (BSM), which is one of the messages defined in the Society of Automotive standard J 2735, V2X Communications Message Set Dictionary, July 2020. The BSM is broadcast from vehicles over the 5.9 GHz DSRC band, and the transmission range is on the order of 1,000 meters. The BSM consists of two parts. BSM Part 1 contains core data elements, including vehicle position, heading, speed, acceleration, steering wheel angle, and vehicle classification (e.g., passenger vehicle or motorcycle) and is transmitted at an adjustable rate of about 10 times per second. BSM Part 2 contains a variable set of data elements drawn from an extensive list of optional elements. They are selected based on event triggers (e.g., ABS activated) and are added to Part 1 and sent as part of the BSM message, but are transmitted less frequently in order to conserve bandwidth. The BSM message includes only current snapshots (with the exception of path data which is itself limited to a few second's worth of past history data). As will be discussed in further detail herein, it is understood that any other type of V2X messages can be implemented, and that V2X messages can describe any collection or packet of information and/or data that can be transmitted between V2X communication devices. Further, these messages may be in different formats and include other information.
Each V2X device may also provide information indictive of the status of another vehicle or object in its proximity. For example, the sign 122 may provide information about the RV 108, e.g., its speed and location, to the HV 102.
Although the controller 104 is described as a single controller, it may contain multiple controllers, or may be embodied as software code within one or more other controllers. The controller 104 includes a processing unit, or processor 126, that may include any number of microprocessors, ASICs, ICs, memory (e.g., FLASH, ROM, RAM, EPROM and/or EEPROM) and software code to co-act with one another to perform a series of operations. Such hardware and/or software may be grouped together in assemblies to perform certain functions. Any one or more of the controllers or devices described herein include computer executable instructions that may be compiled or interpreted from computer programs created using a variety of programming languages and/or technologies. The controller 104 also includes memory 128, or non-transitory computer-readable storage medium, that is capable of executing instructions of a software program. The memory 128 may be, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semi-conductor storage device, or any suitable combination thereof. In general, the processor 126 receives instructions, for example from the memory 128, a computer-readable medium, or the like, and executes the instructions. The controller 104, also includes predetermined data, or “look up tables” that are stored within memory, according to one or more embodiments.
With reference to
Alternatively, the vehicle system 100 may determine that there is sufficient clearance to perform the passing maneuver, e.g., because there are no vehicles or objects in the overtake region 132. Accordingly, as shown in
Referring to
With reference to
At step 602, the vehicle system 100 receives an overtake request that indicates that the driver of the host vehicle 102 intends to pass a remote vehicle 108 before an intersection 110. The vehicle system 100 may infer that the driver of the HV 102 will turn right at the intersection 110, e.g., based on the route 130 provided by the navigation system. The vehicle system 100 may determine that the driver intends to pass, or overtake, the RV 108 and enter the overtake region 132 before the intersection 110. The vehicle system 100 may make this determination based on a turn signal status that is opposite the direction of the turn, e.g., a left turn signal and a right turn, or based data from the sensor 116 or camera 118. Then, at steps 604-608, the vehicle system 100 assess, or evaluates, multiple driving conditions.
At step 604, the vehicle system 100 assesses road conditions, such as the presence of objects in the overtake region 132, and the condition of the road. The vehicle system 100 may determine the presence of stationary or moving objects in the overtake region 132 based on input from the sensors 116, the cameras 118, and/or V2X communication. For example, the vehicle system 100 may determine the presence of a moving vehicle or animal, including its speed and location relative to the host vehicle 102 based on the input. The vehicle system 100 may also determine the presence of a stationary vehicle, and any emergency vehicles or pedestrians proximate the stationary vehicle based on the input. The vehicle system 100 may assess the condition of the road, e.g., construction and potholes, from input from the sensors 116, the cameras 118, V2X communication, and the cellular network 124.
At step 606, the vehicle system 100 assesses weather conditions, such as ambient temperature, precipitation, wind, fog, etc. The vehicle system 100 may assess weather conditions from input from the sensors 116, the cameras 118, V2X communication, and the cellular network 124, and vehicle data, such as windshield wiper status.
At step 608, the vehicle system 100 assesses rules and regulations, such as speed limits, traffic signs, and traffic light status. The vehicle system 100 may assess rules and regulations based on input from the sensors 116, the cameras 118, V2X communication, and the cellular network 124.
At step 610, the vehicle system 100 determines the feasibility and/or confidence level of the overtake passing maneuver based on the driving conditions assessed in steps 604-608. Then at step 612, the vehicle system 100 provides a driver assist message to the driver that indicates the feasibility and/or confidence level of the overtake passing maneuver, e.g., the messages shown in
The vehicle system 100 may provide a driver assist message discouraging the driver from performing the passing maneuver, as shown in
While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention.
