ADAPTIVE VEHICLE CONTROL SYSTEM WITH DRIVING STYLE RECOGNITION BASED ON LANE-CHANGE MANEUVERS

• US 20100023180A1
• Filed: 07/24/2008
• Published: 01/28/2010
• Est. Priority Date: 07/24/2008
• Status: Abandoned Application

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust)
• Inventors: Huang, Jihua, Chin, Yuen-Kwok, Lin, William C.
• Application Number:
  US12/179,119
• Publication Number:
  US 20100023180A1
• Time in Patent Office: Days
• US Class Current: 701/1
• CPC Class Codes: B60W 30/12 Lane keeping
• CPC Class Codes: B60W 40/09 Driving style or behaviour

Abstract

An adaptive vehicle control system that classifies a driver'"'"'s driving style based on lane-change maneuvers. A maneuver identification classification process reads sensor signals for vehicle speed, vehicle yaw rate and vehicle heading angle. The process determines if the vehicle is turning based on whether the yaw rate signal is greater than a yaw rate threshold and whether the heading angle is greater than a heading angle threshold. The process then determines whether the maneuver is an ordinary curve-handling maneuver or a lane-change maneuver by determining whether the yaw rate signal is greater than another yaw rate threshold, the difference between the heading angle and an initial heading angle is greater than another heading angle threshold and the lateral deviation is greater than a lateral deviation threshold. If the curve-handling maneuver is a lane-change maneuver, a maneuver identifier signal is provided to a style characterization processor.

Claims

1. A method for identifying whether a vehicle maneuver is a lane-change maneuver, said method comprising:

reading a vehicle speed signal, a vehicle yaw rate signal and a vehicle heading angle signal from vehicle sensors;

determining whether the vehicle is turning by determining whether the vehicle yaw rate signal is greater than a first yaw rate threshold during a first time window and determining whether a change in the heading angle signal during the first time window is greater than a first heading angle threshold;

defining an initial heading angle of the vehicle and an initial lateral position of the vehicle if the vehicle yaw rate is greater than the first yaw rate threshold and the change in the heading angle signal is greater than the first heading angle threshold;

determining that the maneuver is an ordinary curve-handling maneuver if the yaw rate signal is greater than a second yaw rate threshold, the difference between the vehicle heading angle signal and the initial heading angle is greater than a second heading angle threshold and the vehicle lateral position is greater than a first lateral position threshold;

updating the vehicle lateral position if the yaw rate signal is not greater than the second yaw rate threshold or the difference between the heading angle signal and the initial heading angle is not larger than the second heading angle threshold or the vehicle lateral position is not greater than the first lateral position threshold;

determining that the maneuver has been completed if the heading angle signal during a second time window minus the initial heading angle is less than the first heading angle threshold; and

determining that the completed maneuver was a lane-change maneuver if the lateral position of the vehicle minus a predetermined variable is less than a second lateral position threshold.

2. The method according to claim 1 further comprising classifying the maneuver to determine a drivers driving style if it is lane-change maneuver.

3. The method according to claim 2 wherein classifying the lane-change maneuver includes using discriminant features obtained or derived from the lane-change maneuver.

4. The method according to claim 3 wherein the discriminant features are obtained or derived from the group comprising a maximum yaw rate, a maximum lateral acceleration, a maximum lateral jerk, a distance for the lane change, an average vehicle speed, a maximum vehicle speed variation maneuver, a maximum braking pedal force, a maximum throttle percentage, a minimum distance to a preceding vehicle, a maximum range rate to the preceding vehicle, and a minimum distance to a following vehicle.

5. The method according to claim 2 wherein classifying the maneuver includes using a fuzzy C-means clustering process.

6. The method according to claim 2 wherein classifying the maneuver includes using a technique selected from the group comprising fuzzy logic, neural networks, a self-organizing map and threshold-based logic.

7. The method according to claim 1 further comprising determining that the maneuver has been completed if the maneuver is a curve-handling maneuver and the yaw rate signal is less than the first yaw rate threshold during the time window.

8. The method according to claim 1 wherein the first yaw rate threshold is less than the second yaw rate threshold, the first heading angle threshold is less than the second heading angle threshold and the first lateral position threshold is larger than the second lateral position threshold.

9. The method according to claim 8 wherein the first yaw rate threshold is in the range of 1-2 degrees per second, the first heading angle threshold is about 1 degree, the second yaw rate threshold is about 15 degrees per second, the first lateral position threshold is about 10 meters and the second lateral position threshold is about 4 meters.

10. The method according to claim 1 where defining an initial lateral position of the vehicle includes using the equation:

11. A method for identifying a vehicle lane-change maneuver, said method comprising:

providing a vehicle speed signal from a speed sensor;

providing a vehicle yaw rate signal from a vehicle yaw rate sensor;

providing a steering angle signal from a steering angle sensor;

providing a heading angle signal from a heading angle sensor;

providing a vehicle acceleration signal from an acceleration sensor;

providing a vehicle position signal from a position sensor; and

using the sensor signals to determine whether the vehicle is in the lane-change maneuver.

14. The system according to claim 11 further comprising means for classifying the maneuver to determine a driver'"'"'s driving style if it is a lane-change maneuver.

15. The system according to claim 14 wherein the means for classifying the lane-change maneuver includes using discriminant features obtained or derived from the lane-change maneuver.

16. The system according to claim 15 wherein the discriminant features are obtained or derived from the group comprising a maximum yaw rate, a maximum lateral acceleration, a maximum lateral jerk, a distance for the lane change, an average vehicle speed, a maximum vehicle speed variation maneuver, a maximum braking pedal force, a maximum throttle percentage, a minimum distance to a preceding vehicle, a maximum range rate to the preceding vehicle, and a minimum distance to a following vehicle.

17. The system according to claim 14 wherein the means for classifying the maneuver includes using a technique selected from the group comprising of fuzzy logic, neural networks, a self-organizing map and threshold-based logic.

12. A system for identifying whether a vehicle maneuver is a lane-change maneuver, said system comprising:

a plurality of vehicle sensors providing a vehicle speed signal, a vehicle yaw rate signal and a vehicle heading angle signal;

means for determining whether the vehicle is turning by determining whether the vehicle yaw rate signal is greater than a first yaw rate threshold during a first time window and whether a change in the heading angle signal during the first time window is greater than a first heading angle threshold;

means for defining an initial heading angle of the vehicle and an initial lateral position of the vehicle;

means for determining that the maneuver is a curve-handling maneuver if the yaw rate signal is greater than a second yaw rate threshold, the difference between the vehicle heading angle signal and the initial heading angle is greater than a second heading angle threshold and the vehicle lateral position is greater than a first lateral position threshold;

means for updating the vehicle lateral position if the yaw rate signal is not greater than the second yaw rate threshold or the difference between the heading angle signal and the initial heading angle is not larger than the second heading angle threshold or the vehicle lateral position is not greater than the first lateral position threshold;

means for determining that the maneuver has been completed if the heading angle signal during a second time window minus the initial heading angle is less than the first heading angle threshold; and

means for determining that the completed maneuver was a lane-change maneuver if the lateral position of the vehicle minus a predetermined variable is less than a second lateral position threshold.

13. The system according to claim 12 wherein the means for determining that the maneuver has been completed if the heading angle signal during a second time window minus the initial angle is less than the first heading angle threshold also includes means for determining that the maneuver has been completed if the maneuver has been determined to be a curve-handling maneuver and the yaw rate signal is less than the first yaw rate threshold during the time window.

18. The system according to claim 12 wherein the first yaw rate threshold is in the range of 1-2 degrees per second, the first heading angle threshold is about 1 degree, the second yaw rate threshold is about 15 degrees per second, the first lateral position threshold is about 10 meters and the second lateral position threshold is about 4 meters.