JERK REDUCTION IN TRANSITION BETWEEN LANE-CENTERING AND LANE-KEEPINGSTEERING SYSTEMS

• US 20150248132A1
• Filed: 02/28/2014
• Published: 09/03/2015
• Est. Priority Date: 02/28/2014
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: LEE, JIN-WOO
• Granted Patent: US 9,421,973 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60W 30/10 Path keeping cruise control for automatically following a preceding vehicle B60W30/165
• CPC Class Codes: B62D 15/025 Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation B62D1/28 takes precedence
• CPC Class Codes: G05D 1/0055 with safety arrangements
• CPC Class Codes: G05D 1/0088 characterized by the autonomous decision making process, e.g. artificial intelligence, predefined behaviours using knowledge based models G06N5/00

Abstract

A system and method of autonomously steering a vehicle responsively to failure of a lane-centering system through time-dependent steering angle correction to reduce jerk resulting from transition of steering control from a lane-centering system to a lane-keeping system or vise-versa.

Claims

1. A vehicular, autonomous steering-control system comprising:

a lane-keeping system configured to initiate a lane-keeping system responsively to failure of a lane-centering system, the lane-keeping system configured to generate a plurality of corrective steering commands, one or more of the steering commands at least partially defined by a minimized cost function tempered by a time-dependent, steering-angle limit increasing with time.

2. The system of claim 1, wherein the one or more of the corrective steering commands is at least partially defined by a maximum rate-of-angle change.

3. The system of claim 2, wherein the maximum rate-of-angle-change is at least partially defined by one or more vehicle dynamic parameters.

4. The system of claim 3, wherein the maximum rate-of-angle-change is at least partially defined by road curvature.

5. The system of claim 1, wherein the lane-keeping system is further configured to transfer steering-control to the lane-centering system responsively to achievement of corrected path of travel.

6. The system of claim 1, wherein the lane-keeping system configured to initiate a lane-keeping system responsively to failure of a lane-centering system based on data is implemented on a basis of data obtained from at least one sideward-viewing sensor.

7. The system of claim 1, wherein the lane-keeping system configured to initiate a lane-keeping system responsively to failure of a lane-centering system is implemented on a basis of data obtained from at least one rearward-viewing sensor.

8. A method for autonomously steering a vehicle comprising:

using a lane-keeping system to generate a plurality of corrective lane-keeping, steering commands responsively to failure of a lane-centering system, one or more of the steering commands at least partially defined by a minimized cost function tempered by a time-dependent, steering-angle limit increasing with time.

9. The method of claim 8, wherein the one or more of the corrective steering commands is at least partially defined by a maximum rate-of-angle-change.

10. The method of claim 9, wherein the maximum rate-of-angle-change is at least partially defined by one or more vehicle dynamics parameters.

11. The method of claim 8, wherein the maximum rate-of-angle-change is at least partially defined by road curvature.

12. The method of claim 8, further comprising transferring steering-control to the lane-centering system responsively to achievement of corrected a path of travel.

13. The method of claim 8, wherein the lane-keeping system is configured to initiate a lane-keeping system responsively to failure of a lane-centering system is implemented on basis of data obtained from at least one sideward-viewing sensor.

14. The method of claim 8, wherein the lane-keeping system is configured to initiate a lane-keeping system responsively to failure of a lane-centering system is implemented on basis of data obtained from at least one rearward-viewing sensor.