U.S. patent application number 13/678652 was filed with the patent office on 2013-05-23 for system and method for managing misuse of autonomous driving.
This patent application is currently assigned to GM Global Technology Operations LLC. The applicant listed for this patent is GM Global Technology Operations LLC. Invention is credited to CHARLES A. GREEN, ERIC L. RAPHAEL, JEREMY A. SALINGER, OMER TSIMHONI.
Application Number | 20130131907 13/678652 |
Document ID | / |
Family ID | 48427708 |
Filed Date | 2013-05-23 |
United States Patent
Application |
20130131907 |
Kind Code |
A1 |
GREEN; CHARLES A. ; et
al. |
May 23, 2013 |
SYSTEM AND METHOD FOR MANAGING MISUSE OF AUTONOMOUS DRIVING
Abstract
A method and system may prevent misuse of an autonomous driving
system by providing at least one prompt at least one prompt for a
driver of a vehicle. A sensor may whether the driver responds to
the prompt. A processor may determine whether the driver exercises
sufficient supervisory control of the vehicle, based on whether the
driver responds to the prompt. The processor may disengage the
autonomous driving system if the driver fails to exercise
sufficient supervisory control of the vehicle. The processor may
further reduce the vehicle's speed if the driver continues to
misuse the autonomous driving system.
Inventors: |
GREEN; CHARLES A.; (Canton,
MI) ; SALINGER; JEREMY A.; (Southfield, MI) ;
TSIMHONI; OMER; (Herzliya, IL) ; RAPHAEL; ERIC
L.; (Birmingham, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GM Global Technology Operations LLC; |
Detroit |
MI |
US |
|
|
Assignee: |
GM Global Technology Operations
LLC
Detroit
MI
|
Family ID: |
48427708 |
Appl. No.: |
13/678652 |
Filed: |
November 16, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61560874 |
Nov 17, 2011 |
|
|
|
Current U.S.
Class: |
701/23 |
Current CPC
Class: |
G05D 1/0055 20130101;
G08B 21/02 20130101; B60W 2540/22 20130101; B60K 28/066 20130101;
G08G 1/00 20130101 |
Class at
Publication: |
701/23 |
International
Class: |
G05D 1/00 20060101
G05D001/00 |
Claims
1. A method for driver attention management, comprising: for an
autonomous driving system, providing at least one prompt for a
driver of a vehicle; detecting, by a sensor, how the driver
responds to the prompt; determining, by a processor, whether the
driver exercises sufficient supervisory control of the vehicle,
based on how the driver responds to the prompt; and reducing a
speed of the vehicle and temporarily preventing driver acceleration
if the driver fails to exercise sufficient supervisory control of
the vehicle.
2. The method of claim 1, comprising: providing a first prompt for
the driver; determining whether the driver exercises sufficient
supervisory control of the vehicle according to the driver's
response to the first prompt; providing a second prompt for the
driver, if the driver fails to exercise sufficient supervisory
control of the vehicle according to the driver's response to the
first prompt; and reducing a speed of the vehicle and preventing
driver acceleration if the driver fails to exercise sufficient
supervisory control of the vehicle according to the driver's
response to the second prompt;
3. The method of claim 2, wherein the second prompt is more
intrusive to the driver than the first prompt.
4. The method of claim 1, comprising after the driver has regained
control of the vehicle, preventing the autonomous driving system
from engaging for a predetermined period of time.
5. The method of claim 1, comprising after the driver has regained
control of the vehicle, preventing the autonomous driving system
from engaging until a next ignition cycle.
6. The method of claim 1, comprising reducing a speed of the
vehicle if it is determined that the driver fails to exercise
sufficient supervisory control of the vehicle after disengagement
of the autonomous driving system.
7. The method of claim 1, wherein determining whether the driver
exercises sufficient supervisory control of the vehicle is based on
a level of autonomy employed by the autonomous driving system.
8. The method of claim 7, wherein the level of autonomy employed by
the autonomous driving system is based on external driving
conditions, including lane conditions, nearby drivers, or weather
conditions.
9. The method of claim 1, wherein detecting how the driver responds
to the prompt comprises detecting behavioral characteristics of the
driver, including head movement, eye movement, body movement, or
interactions with the vehicle.
10. An autonomous driving system, comprising: a prompter to provide
at least one prompt for a driver of a vehicle; a sensor to detect
whether the driver responds to the prompt; a processor: to
determine whether the driver exercises sufficient supervisory
control of the vehicle, based on whether the driver responds to the
prompt; and to reduce a speed of the vehicle and temporarily
prevent driver acceleration if the driver fails to exercise
sufficient supervisory control of the vehicle.
11. The autonomous driving system of claim 10, wherein: the
prompter is to provide a first prompt for the driver; the process
is to determine whether the driver exercises sufficient supervisory
control of the vehicle according to the driver's response to the
first prompt; the prompter is to further provide a second prompt
for the driver, if processor determines that the driver fails to
exercise sufficient supervisory control of the vehicle according to
the driver's response to the first prompt; and the processor is
further to reduce a speed of the vehicle and temporarily prevent
driver acceleration if the driver fails to exercise sufficient
supervisory control of the vehicle according to the driver's
response to the second prompt.
13. The autonomous driving system of claim 12, wherein the second
prompt is more intrusive to the driver than the first prompt.
14. The autonomous driving system of claim 12, wherein the
processor is to reduce a speed of the vehicle if the processor
determines that the driver fails to exercise sufficient supervisory
control of the vehicle after disengagement of the autonomous
driving system.
15. The autonomous driving system of claim 12, wherein after the
driver has regained control of the vehicle, the processor is to
preventing the autonomous driving system from engaging until a next
ignition cycle.
16. A driving apparatus, comprising: a prompting system to prompt a
driver at varying levels of intrusiveness; a sensing system to
detect the driver's characteristics in response to prompts from the
prompting system and to determine whether the driver exercises
sufficient supervisory control of a vehicle; a limited-ability
autonomous driving system; a processor to reduce the speed of the
vehicle and temporarily prevent driver acceleration if the sensing
system determines, based on the driver's characteristics in
response to the prompts, that the driver fails to exercise
sufficient supervisory control of the vehicle.
17. The driving apparatus of claim 16, wherein the prompting system
includes visual, audio, and haptic cues.
18. The driving apparatus of claim 16, wherein the sensing system
is to detect behavioral characteristics of the driver, including
head movement, eye movement, body movement, or interactions with
the vehicle.
19. The driving apparatus of claim 16, wherein after the driver has
regained control of the vehicle, the processor is to prevent the
limited-ability autonomous driving system from engaging until a
next ignition cycle of the vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims priority under 35 U.S.C.
.sctn.119(e) to U.S. provisional patent application Ser. No.
61/560,874, filed Nov. 17, 2011, and is incorporated herein by
reference in its entirety.
FIELD OF THE INVENTION
[0002] The present invention is related to methods and systems to
interface with and influence a driver and the driver's supervisory
role in an autonomous driving system such as a limited-ability
autonomous driving (LAAD) system.
BACKGROUND
[0003] Vehicles may be equipped with limited-ability autonomous
and/or semi-autonomous driving systems, embodiments, and/or
features. Autonomous and semi-autonomous driving systems may
provide automated driving controls that reduce the driver
interaction required for operating the vehicle. Automated lane
following systems for example, may be activated by the driver while
the vehicle is in motion, and may maintain the vehicle position in
a lane. LAAD systems may reduce driver fatigue and increase safety
by maintaining the vehicle position with respect to the road, and
other conditions relevant to driving, with reduced driver input,
compared to manual driving.
[0004] Safety considerations may be taken into account when
designing LAAD systems. In order to conform to safety requirements,
LAAD systems may be overridden by the driver at any time. When the
driver overrides the vehicle lane following system, for example,
the system relinquishes full steering control of the vehicle to the
driver. However, while a LAAD system is controlling the vehicle,
the driver may forget or not realize that the LAAD lacks the
ability to handle certain driving situations. Some systems employ
driver monitoring systems and may also inform the driver of their
attentiveness to the vehicle through a display or indicator.
However, these displays may distract the driver and lower the
driver's attentiveness to the driving task. Other systems similar
to forward collision warning systems may attempt to attract a
distracted driver's attention to the road, but may activate based
only on external event triggers triggers such as another fast
approaching vehicle. A system may be needed that both avoids
distracting the driver and increases the driver's attentiveness and
control of the vehicle--a system that can operate constantly
without regard to external triggering events, and activates only as
necessary to maintain a minimum level of driver attention.
SUMMARY
[0005] A method and system may prevent misuse of an autonomous
driving system by providing at least one prompt at least one prompt
for a driver of a vehicle. A sensor may whether the driver responds
to the prompt. A processor may determine whether the driver
exercises sufficient supervisory control of the vehicle, based on
whether the driver responds to the prompt. The processor may
disengage the autonomous driving system if the driver fails to
exercise sufficient supervisory control of the vehicle. The
processor may further reduce the vehicle's speed if the driver
continues to misuse the autonomous driving system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] The subject matter regarded as the invention is particularly
pointed out and distinctly claimed in the concluding portion of the
specification. Embodiments of the invention, however, both as to
organization and method of operation, together with objects,
features, and advantages thereof, may best be understood by
reference to the following detailed description when read with the
accompanying drawings in which:
[0007] FIG. 1 is a schematic diagram of a vehicle with a system
according to an embodiment of the present invention;
[0008] FIG. 2a is a schematic of a vehicle employing a closed-loop
driver visual attention management system according to embodiments
of the present invention;
[0009] FIG. 2b is a flowchart of a method according to an
embodiment of the present invention;
[0010] FIG. 3 is a flowchart of a method according to an embodiment
of the present invention;
[0011] FIG. 4 is a flowchart of a method according to an embodiment
of the present invention; and,
[0012] FIG. 5 is a flowchart of a method according to an embodiment
of the present invention.
[0013] It will be appreciated that for simplicity and clarity of
illustration, elements shown in the figures have not necessarily
been drawn to scale. For example, the dimensions of some of the
elements may be exaggerated relative to other elements for clarity.
Further, where considered appropriate, reference numerals may be
repeated among the figures to indicate corresponding or analogous
elements.
DETAILED DESCRIPTION
[0014] In the following detailed description, numerous specific
details are set forth in order to provide a thorough understanding
of the invention. However, it will be understood by those skilled
in the art that the present invention may be practiced without
these specific details. In other instances, well-known methods,
procedures, and components have not been described in detail so as
not to obscure the present invention.
[0015] Unless specifically stated otherwise, as apparent from the
following discussions, throughout the specification discussions
utilizing terms such as "processing," "computing," "storing,"
"calculating," "determining," "evaluating," "measuring,"
"providing," "transferring," "outputting," "inputting," or the
like, refer to the action and/or processes of a computer or
computing system, or similar electronic computing device, that
manipulates and/or transforms data represented as physical, such as
electronic, quantities within the computing system's registers
and/or memories into other data similarly represented as physical
quantities within the computing system's memories, registers or
other such information storage, transmission or display
devices.
[0016] An autonomous driving system may be a driving system that
includes one or more autonomous elements that control vehicle
movement on a road, rendering the vehicle fully autonomous (e.g.,
no driver input or control required) or partially autonomous (e.g.,
some driver input or control required for safe driving).
Limited-ability, autonomous, semi-autonomous, automated, or
automatic driving control features (e.g., automated lane following,
adaptive lane following, adaptive cruise control, etc.) may
maintain or control the position and speed of a vehicle with
respect to the road and other vehicles and obstacles on the road
with reduced driver input (e.g., reduced or no driver steering
wheel movement or accelerator and brake pedal control). In order to
comply with safety requirements, however, the driver will need to
monitor the performance of the system for safety, due to
technological limitations of the sensor systems used by the
automated control systems. Further, the driver may need to regain
full control of the vehicle driving controls and deactivate or
disengage the driving system. Additionally, in order to help the
driver maintain a supervisory role, the driver may need to be
reminded periodically of the driving conditions surrounding the
vehicle.
[0017] A driver interface for a LAAD system may therefore be
required to function during all driving scenarios to provide
different levels of cues, reminders or prompts to the driver, such
that the driver may maintain a supervisory role during the entire
operation of the vehicle.
[0018] The driver may also need to regain control of the vehicle,
for example, when a lane sensing driving system may make errors
which cause the vehicle to depart the lane or road, to avoid an
unexpected obstacle, when another vehicle swerves into the driver's
lane, when an obstacle lies in front of the vehicle, when the
vehicle comes into close proximity with a guardrail, the driver
switches lanes, or in other circumstances that may require the
driver's attention. The driver may also need to constantly stay in
a supervisory role of the vehicle, independent of conditions
outside or within the vehicle. A driver may be deemed to maintain
supervision or sufficient control of a vehicle when the driver
contemporaneously responds to a driving cue. The driving cue may be
external or internal, and a contemporaneous response may be a
response that is within seconds (e.g. 1, 2, 2.5, or 3 seconds).
[0019] According to some embodiments of the present invention, a
LAAD system, or any other driving system known in the art, may be
equipped with a steering wheel that produces or includes lights, or
is lit (entirely, or a portion thereof) by a light internal to the
steering wheel, or in other embodiments, by a light that may be
external to the steering wheel. In some embodiments, the steering
wheel may be lit or produce light to indicate to the driver the
level of autonomy or control employed by an automated driving
system. In some embodiments, the steering wheel may be lit or
produce light, to indicate to the driver the level of supervisory
control necessary by the driver to operate the vehicle while the
vehicle is employing a LAAD system, or another driving system known
in the art.
[0020] Typically, the steering wheel may be lit or produce light,
with a distinct color, pattern or colored pattern for each level of
autonomy employed by the autonomous driving system. In some
embodiments, the steering wheel may be lit or produce light, with a
distinct color, pattern or colored pattern to indicate to the
driver the level of supervisory control necessary to safely operate
the vehicle while the vehicle is employing a LAAD system, or
another driving system known in the art.
[0021] In some embodiments, the light illuminating the steering
wheel may pulse, flash, or blink at varied intervals, or at
different intensities, or consistent frequencies, in different
spatial pattern, to indicate the level of autonomy employed by the
LAAD system, or another driving system known in the art. The
intervals and frequencies at which the light illuminates may
produce apparent motion.
[0022] In some embodiments, the light illuminating the steering
wheel may pulse, flash or blink at varied intervals or at different
intensities or frequencies or different spatial patterns to
indicate the level of supervisory control necessary on the part of
the driver to operate the vehicle, while the vehicle is employing a
LAAD system, or another driving system known in the art.
[0023] In some embodiments, the entirety of the steering wheel may
be lit or produce light. In other embodiments, only a top portion
of the steering wheel may be lit or produce light. This top portion
of the steering wheel may be between 10 o'clock and 2 o'clock e.g.,
between 11 o'clock and 1 o'clock. Other ranges may be used.
[0024] In some embodiments, a vehicle may be equipped with a
closed-loop driver visual attention management (DVAM) system.
Typically, a closed-loop DVAM system may contain an emitter that
emits or signals an alert to the driver. The emitter may be a light
emitting device that may emit one or more brief flashes of light in
the direction of the peripheral vision of the driver who may be
looking away from the road. Typically, the light may be emitted for
a short duration or time period, the light emitter configured such
that the light emitter may no longer be emitting light by the time
the driver responds to the light, and turns to look toward the
light.
[0025] In some embodiments, the light may be configured such that
the light is perceived to be emanating from the windshield of the
vehicle. In other embodiments, the light emitter may be configured
to emit light such that the driver sees a reflection of the light
in the windshield. In other embodiments, the light may be perceived
by the driver to be on the dashboard of the vehicle. In some
embodiments, the light emitter may be configured to emit light such
that the driver sees the reflection of the light on a component of
the vehicle. In other embodiments, the light emitter may be
configured so that the driver sees the actual light emitted by the
light emitter. The light may be emitted from a dedicated light
emitting component, or from an existing display, such as a Heads-Up
Display that reflects off of the windshield.
[0026] Typically, the closed-loop DVAM system may further include
sensors that detect whether the driver has looked toward the
emitted light, or its reflection. These sensors may look at driver
eye-gaze, driver head position, or both, or other characteristics
that are indicative of the focus of the driver's visual
attention.
[0027] In some embodiments, a vehicle may be equipped with a
convenience messaging system that at a given interval, for example
every 5 minutes (other intervals may be used) provides a tone, an
audio message, visual message, an audiovisual message, or a tone
and a message to the driver regarding road conditions, driving
conditions, or other items that may be of interest to the driver.
Other items of interest may include nearby or upcoming points of
interest such as a rest area or food, or the quality of cellular
reception in the vicinity, for example.
[0028] In some embodiments, the convenience messaging system may be
in communication with multiple sensors associated with the vehicle.
Typically, the convenience messaging system, in response to
changing road or driving conditions, or in response to other
instances where it may be determined that the driver needs to take
a more supervisory role, may provide a tone, a audio, visual or
audiovisual message, or a tone and a message to the driver.
Typically, the message may relate to the information collected by
the sensors.
[0029] In some embodiments of the invention, the convenience
messaging system may be a closed-loop system. After providing the
tone or message or both the tone and message to the driver, the
convenience messaging system may wait for a response from the
driver. This waiting period may be between 3 and 5 seconds. Other
ranges may be used. Typically, the response from the driver may
include looking toward the source of the tone and/or message. In
some embodiments, a sensor may determine whether the driver has
looked toward the source of the tone or the message. In other
embodiments, the convenience messaging system may require a
response from the driver in the form of a positive affirmation.
Typically, the positive affirmation may be a verbal response. In
other embodiments the positive affirmation may be an action with
the hands, arms, feet or other body part. The response could also
include looking to the road following a look to the message, or
another type of gaze pattern or signature. Audio sensors may be
included to assess the driver's verbal response. In other
embodiments, the affirmation may be a touch response to the
steering wheel, the accelerator or a separate foot switch or elbow
switch as are known in the art. Sensors may be included to assess
the driver's response. In other embodiments, the affirmative
response may include an interaction with a secondary vehicle
system, including, but not limited to a radio system, an audio or
entertainment system, a touch screen, a Bluetooth coupled cellular
telephone or device, or a turn signal. In other embodiments, the
affirmative response may be determined by a change in the driver's
heart rate, breathing rate, temperature or other biological
responses. Sensors may be included to assess the driver's
response.
[0030] In some embodiments of the present invention, a vehicle may
be equipped with a staged or sequenced alerting system, the system
designed to assess a driver's current supervisory role in
controlling the vehicle, and provide a staged range of intrusive or
urgent cues or prompts configured to obtain a greater supervisory
role by the driver of the vehicle. In some embodiments, the staged
range of increasingly intrusive or urgent cues or prompts is
configured to confirm the driver's current supervisory role in
operating the vehicle.
[0031] Typically, the staged alerting system may be triggered if a
driver monitoring system detects a less than adequate response from
the driver in response to a cue or prompt, typically from the
closed-loop DVAM system and the convenience messaging system. In
some embodiments of the present invention, the staged alerting
system may be triggered if the driver monitoring system determines
that the driver's supervisory role in operating the vehicle is less
than adequate given detected conditions by sensors in the vehicle
and/or outside of the vehicle. In some embodiments, the staged
alerting system may be triggered at a set interval. In some
embodiments, the staged alerting system may be triggered if the
current conditions--as determined by sensors associated with the
vehicle, including RADAR systems, cameras and other sensors known
in the art are or are about to go outside the bounds of operation
of the LAAD system, or another driving system known in the art,
and/or the LAAD system, or another driving system known in the art,
needs input from the driver, or needs the driver to take greater
than current control over the vehicle.
[0032] In some embodiments of the current invention, the staged
alerting system initially provides one or more attention cues or
prompts. For example, the staged alerting system may provide a
brief flash of light in the direction of the peripheral vision of
the driver from a light emitter (for example similar to what is
described elsewhere with respect to the closed-loop DVAM
system).
[0033] The staged alerting system may detect a response, or lack of
response to the emitted light, similar to the detection of
responses that are described with respect to the closed-loop DVAM
system. If the staged alerting system determines that the driver
does not respond to the one or more attention cues or prompts, or
in some embodiments, if the staged alerting system detects that the
response to the one or more attention cues or prompts is
insufficient, given current conditions, then the staged alerting
system may provide a more intrusive or urgent cue or prompt to the
driver.
[0034] In some embodiments, the staged alerting system provides a
short duration or time interval for a response to the cues or
prompts, typically, this short interval for a response may be from
3 to 7 seconds. Other ranges may be used. In some embodiments, the
staged alerting system may require a response indicative of the
driver taking a greater role in controlling the vehicle; typically,
this may include touching the steering wheel or the accelerator or
brake pedals. In some embodiments, the staged alerting system may
require a response from the driver indicating that the driver has
taken full control of the vehicle, interacting with the accelerator
and or brake pedals or moving the steering wheel. Other
interactions involving secondary control systems in the vehicle,
including interacting with the navigation system or global
positioning system (GPS) system or the turn signals, or other
secondary systems known in the art, may also be assessed by the
staged alerting system in determining the appropriate response from
the driver in response to cues or prompts.
[0035] In some embodiments, a more intrusive or urgent cue or
prompt may include one or more non-visual cues or prompts.
Typically, the non-visual cues or prompts may be a haptic cue or
prompt from the driver's seat, steering wheel, other component of
the vehicle, or a combination thereof. Haptic cues or prompts may
include shaking or vibrating of the seat or the steering wheel or
other cues or prompts known in the art. In some embodiments, the
staged alerting system may also, in addition to the haptic cue or
prompt, or instead of the haptic cue or prompt, provide an audible
or other non-visual cue or prompt, as are known in the art. If the
staged alerting system determines that the driver does not respond
to the non-visual cue or prompt, or in some embodiments, if the
staged alerting system detects that the response to the non-visual
cue or prompt is insufficient, then the staged alerting system may
provide a more intrusive or urgent cue or prompt to the driver.
[0036] In some embodiments, a more intrusive or urgent cue or
prompt following a non-visual cue or prompt may include one or more
speech or earcon (e.g., a brief, distinctive sound used to
represent a specific event or convey other information) cues or
prompts. Typically, a speech cue or prompt may include a direct
command or question to the driver. In some embodiments, the speech
or earcon cue or prompt may be generated through the speakers in
the vehicle. In some embodiments, the speech or earcon cue or
prompt may be generated through a cellular telephone that may be
coupled to the vehicle, e.g., via a Bluetooth communication
connection. Other audio outputs may be used as well. If the staged
alerting system determines that the driver does not respond to the
speech or earcon cue or prompt, or in some embodiments, if the
staged alerting system detects that the response to the speech or
earcon cue or prompt is insufficient, then the staged alerting
system may provide a more intrusive or urgent cue or prompt to the
driver. Additionally the vehicle's LAAD system, or another driving
system known in the art, may not reengage unless the ignition in
the vehicle is cycled from on to off to on again. In some
embodiments, the vehicle's LAAD system may not reengage unless a
predetermined time interval has passed.
[0037] In some embodiments, a more intrusive or urgent cue or
prompt following a speech or earcon cue or prompt may include a
reduction in the vehicle's speed. Typically, in a reduction of the
vehicle's speed, the staged alerting system may disengage normal
control of the LAAD system, or another driving system known in the
art, and may further begin to slow or reduce the speed of the
vehicle. In some embodiments, the reduction in speed may be
limited, for example, to between 10 and 30 miles per hour (mph)
below the prevailing traffic speed. Other ranges may be used. In
some embodiments, the staged alerting system may move the vehicle
to the side of the road and stop, or pulse the brakes as the
vehicle is slowed, or bring the vehicle to a complete stop in the
road. The system may further temporarily prevent the driver from
accelerating the vehicle, for example, for a few seconds or minutes
(e.g., 1 second, 5 seconds, 30 seconds, or 2 minutes). Typically,
once the vehicle has come to a complete stop, the vehicle's LAAD
system, or another driving system known in the art, may not
reengage unless the ignition in the vehicle is cycled from on to
off to on again. In some embodiments, the vehicle's LAAD system may
not reengage unless a predetermined time interval has passed.
[0038] The stages described may be changed in order, have the
required response times to cues or prompts shortened, lengthened,
or have cues or prompts eliminated entirely within the staged
alerting system, depending on the system needs, and conditions
within the vehicle or outside the vehicle or both, as determined by
vehicle sensors known in the art.
[0039] FIG. 1 is a schematic diagram of a vehicle 10 with an
automatic vehicle control system. In some embodiments, the driving
system is another driving system known in the art. Vehicle 10
(e.g., a car, truck, or another vehicle) may be driven by driver 5.
Vehicle 10 may include a steering wheel 20. Steering wheel 20 may
include one or more light sources 30. Light source 30 may be within
the housing of the steering wheel. In some embodiments, light
source 30 may be on the outside surface of the steering wheel. In
some embodiments, light source 30 may be extraneous to steering
wheel 20, shining a light on steering wheel 20 from a separate
location. In some embodiments, an extraneous light source may be on
the dashboard of vehicle 10. In some embodiments, light source 30,
or an additional light source, may illuminate other components of
the vehicle, typically the dashboard. In other embodiments, light
source 30, or an additional light, source may illuminate a heads up
display and/or the instrument panel behind steering wheel 20. The
details for extraneous light source or additional light source may
be similar to those of light source 30.
[0040] In some embodiments, steering wheel 20 may be illuminated by
light source 30 over a given portion of the steering wheel.
Typically, the portion illuminated by light source 30 may be
between 10 o'clock and 2 o'clock, e.g., between 11 o'clock and 1
o'clock on steering wheel 20. Other ranges may be used.
[0041] Light source 30 may be light emitting diodes (LEDs), lasers,
incandescent or fluorescent light bulbs or others sources of light
as are known in the art. The light source may be an already
installed heads up display. In some embodiments, the light emitted
from light source 30 may be different colors, patterns or colored
patterns. These colors, patterns, or colored patterns typically may
represent the current relative level of autonomous driving employed
by LAAD system 50, or another driving system known in the art, in
vehicle 10. In some embodiments, the colors, patterns, or colored
patterns may be indicative of the level of a driver's control over
vehicle 10.
[0042] Typically steering wheel 20 may be lit or produce light via
light source 30 with a distinct color, pattern or colored pattern
for each level of autonomy employed by LAAD system 50, or another
driving system known in the art. In some embodiments, steering
wheel 20 may be lit, or produce light via light source 30, with a
distinct color, pattern or colored pattern to indicate to a driver
5 the level of supervisory control necessary to operate vehicle 10
while the vehicle is employing LAAD system 50, or another driving
system known in the art.
[0043] Typically, LAAD system 50, or another driving system known
in the art, is coupled to, and communicates with, light source 30.
In some embodiments, a driver prompt system 60 is coupled to, and
communicates with, LAAD system 50, or another driving system known
in the art, and coupled to, and in communication with, light source
30.
[0044] Driver prompt system 60 may include one or more databases
62, which may include, for example, various stages of driver 5
and/or LAAD system 50 controls. Databases 62 may be stored all or
partly in one or both of memory 64, long term storage 66, or
another device.
[0045] A processor or controller 68, typically a central processing
unit (CPU), may be a chip or any suitable computing or
computational device. Processor or controller 68 may include
multiple processors, and may include general-purpose processors
and/or dedicated processors such as graphics processing chips.
Processor 68 may execute code or instructions, for example, stored
in memory 64 or long-term storage 66, to carry out embodiments of
the present invention.
[0046] Memory 64 may be or may include, for example, a Random
Access Memory (RAM), a read only memory (ROM), a Dynamic RAM
(DRAM), a Synchronous DRAM (SD-RAM), a double data rate (DDR)
memory chip, a Flash memory, a volatile memory, a non-volatile
memory, a cache memory, a buffer, a short term memory unit, a long
term memory unit, or other suitable memory units or storage units.
Memory 64 may be or may include multiple memory units.
[0047] Long term storage 66 may be or may include, for example, a
hard disk drive, a floppy disk drive, a Compact Disk (CD) drive, a
CD-Recordable (CD-R) drive, a universal serial bus (USB) device or
other suitable removable and/or fixed storage unit, and may include
multiple or a combination of such units.
[0048] In some embodiments, light source 30 illuminating steering
wheel 20 may pulse, flash, or blink at intermittent intervals or at
different intensities, or consistent frequencies, to indicate the
level of autonomy employed by LAAD system 50, or another driving
system known in the art. In some embodiments, light source 30
illuminating steering wheel 20 may pulse, flash, or blink at
intermittent intervals or at different intensities or consistent
frequencies in conjunction with the operation of another system
within vehicle 10, as known in the art.
[0049] In some embodiments, light source 30 illuminating steering
wheel 20 may pulse or flash at intermittent intervals or at
different intensities or frequencies to indicate the level of
supervisory control necessary to safely operate the vehicle while
vehicle 10 is employing LAAD system 50, or another driving system
known in the art. In some embodiments, the colors, patterns, or
colored patterns may be indicative of the level of the control
driver 5 has over vehicle 10.
[0050] In some embodiments, there are four distinct colors,
patterns, or colored patterns representing four modes of
supervisory control by driver 5 of vehicle 10. Other colors or
different numbers of colors may be used.
[0051] (1) Disengaged--LAAD system 50, or another driving system
known in the art, is not controlling the lateral motion of vehicle
10. Driver 5 is responsible for steering.
[0052] (2) Engaged and operating--LAAD system 50, or another
driving system known in the art, is controlling the lateral motion
of vehicle 10.
[0053] (3) Override--LAAD system 50, or another driving system
known in the art, has temporarily relinquished control of steering
to driver 5, but is prepared to resume control.
[0054] (4) Failure--LAAD system 50, or another driving system known
in the art, is controlling the lateral motion of vehicle 10 to the
best of its ability, but some condition has developed that requires
driver 5 to take control immediately.
[0055] In some embodiments, there may be other, different, more or
fewer modes of supervisory control.
[0056] Light source 30 may be typically coupled to LAAD system 50,
or another driving system known in the art. In response to a change
in the level of autonomy provided by the LAAD system 50, the LAAD
system 50, or other system in vehicle 10, may send a signal to
light source 30 to change the color, pattern or colored pattern of
the light, or frequency and intensity of the light to illuminate
steering wheel 20.
[0057] In some embodiments, LAAD system 50 and/or driver prompt
system 60 may be configured to illuminate steering wheel 20 only
while LAAD system 50, or another driving system known in the art,
is engaged. In some embodiments, steering wheel 20 may be
illuminated even while LAAD system 50, or another driving system
known in the art, is not engaged.
[0058] FIG. 2a is a schematic diagram of vehicle 10 employing a
monitoring system, according to some embodiments of the present
invention. Typically, a closed-loop DVAM system may be maintained
in a standby state until activated. In some embodiments, the
closed-loop DVAM system may include one or more software programs
executed by one or more hardware systems in vehicle 10.
[0059] Typically, the monitoring system (e.g., a close loop eye
gazing monitoring system or another system) may include a control
unit 160. Control unit 160 may include a processor or controller 68
and one or more databases 62. One or more databases 62 may include,
for example, various scenarios when a driver may need to be cued or
prompted. Databases 62 may be stored all or partly in one or both
of memory 64, long term storage 66, or another device.
[0060] Processor or controller 68 may be, for example, a central
processing unit (CPU), a chip or any suitable computing or
computational device. Processor or controller 68 may include
multiple processors, and may include general-purpose processors
and/or dedicated processors such as graphics processing chips.
Processor 68 may execute code or instructions, for example, stored
in memory 64 or long-term storage 66, to carry out embodiments of
the present invention.
[0061] Memory 64 may be or may include, for example, a Random
Access Memory (RAM), a read only memory (ROM), a Dynamic RAM
(DRAM), a Synchronous DRAM (SD-RAM), a double data rate (DDR)
memory chip, a Flash memory, a volatile memory, a non-volatile
memory, a cache memory, a buffer, a short term memory unit, a long
term memory unit, or other suitable memory units or storage units.
Memory 64 may be or may include multiple memory units.
[0062] Long term storage 66 may be or may include, for example, a
hard disk drive, a floppy disk drive, a Compact Disk (CD) drive, a
CD-Recordable (CD-R) drive, a universal serial bus (USB) device or
other suitable removable and/or fixed storage unit, and may include
multiple or a combination of such units.
[0063] A light source 110, typically a LED, a Light Amplification
by Stimulated Emission of Radiation (laser) device, incandescent
bulb, florescent bulb, digital light projection, or other light
source known in the art, may be configured to flash briefly one or
more times, providing an illumination, in response to a signal from
control unit 160, which, in turn, may be in response to a signal
from a LAAD system 50, or another system, in vehicle 10. In some
embodiments of the present invention, there may one or more light
sources. Typically, each of potentially several brief flashes of
light lasts between 50 and 500 milliseconds. Other ranges may be
used. The brief flashes of light, providing an illumination, may be
configured to attract the driver's attention without distracting
the driver. In some embodiments of the current invention, the
duration of the brief flashes of light providing an illumination
may be configured to be short enough in duration or time to be only
subtly perceived. In other embodiments, the duration of the brief
flashes of light providing an illumination may be sufficient to
distract the driver. In some embodiments, the brief flashes may be
no longer visible by the time the driver has enough time to react
to the brief flash or flashes, for example, in turning the driver's
head toward the source, or the perceived source, of the flashes of
light.
[0064] Typically, control unit 160, and/or LAAD system 50, and/or
another system known in the art, in vehicle 10 is configured to
send a signal to light source 110 to flash the brief flash of light
providing an illumination, such that the light may be visible to
the driver as a light, or a reflection of the light, on the
windshield. In some embodiments, the light may emit from an already
installed heads up display, and reflect on the windshield. In some
embodiments, the brief flash of light may be configured to direct
the gaze of the driver toward the center of the windshield. In some
embodiments, the brief flash of light may be configured to direct
the attention of the driver to a direction not in the center of the
windshield, in response to a signal from an external vehicle
sensor, for example, in response to a vehicle sensor that indicates
a foreign object that may be of interest to the driver's
supervisory role in controlling the vehicle.
[0065] According to some embodiments of the present invention, the
closed-loop DVAM system may be configured to perform flashes of a
brief light from light source 110 periodically. In some
embodiments, the periodic flash of light may be configured to occur
after a certain interval of time, independent of data collected
from sensors of vehicle 10 regarding internal and/or external
conditions.
[0066] In some embodiments, the closed-loop DVAM system may be
configured to flash a brief light from light source 110
periodically only while LAAD system 50, or another driving system
known in the art, is engaged. In some embodiments, the closed-loop
DVAM system may be configured to flash a brief light from light
source 110, periodically, even while LAAD system 50, or another
driving system known in the art, is not engaged.
[0067] In other embodiments, the closed-loop DVAM system may be
configured to flash a brief light from light source 110, providing
an illumination, in response to a foreign object of interest or a
change in driving conditions, or a particular direction that may be
of interest to the driver's supervisory role in controlling the
vehicle. In some embodiments, the closed-loop DVAM system may be
configured to flash a brief light from light source 110 in the
direction of interest to the driver, as determined by the
closed-loop DVAM system, or other systems in vehicle 10, which may
be coupled to the closed-loop DVAM system.
[0068] Typically, sensors coupled to the closed-loop DVAM system
may be configured to determine, via one or more sensors, e.g.,
sensor 130, as are known in the art, if the driver has looked away
from the road for a time period that is calculated by the
closed-loop gaze monitoring system, or other driving system known
in the art, to be too long. In some embodiments, the time period
that is considered too long is dynamically calculated by the
closed-loop DVAM system, or other systems in vehicle 10.
[0069] In some embodiments, the closed-loop DVAM system may have at
least one or more sensors configured to determine if the driver has
responded to the prompt, here a brief flash of light, and, in some
embodiments, to determine the sufficiency of the driver's response
to the brief flash of light.
[0070] In some embodiments, the sensor may be coupled to a driver
monitoring system 120 and/or control unit 160, which typically
includes sensor 130. In some embodiments, sensor 130 is a camera.
Sensor 130 may be configured to be directed at the driver's eyes
and/or head when the driver is looking forward toward the
windshield of the vehicle. Sensor 130 may be configured to be
directed at the driver's eyes and/or head when the driver is
looking toward the object of interest, as determined by sensors and
systems on vehicle 10. Other sensors known in the art that are
capable of assessing the driver's gaze or head position may also be
part of the driver monitoring system 120. The closed-loop DVAM
system may be configured to sense a movement of the driver's head
and or eyes in response to the brief flash of light from light
source 110, via driver monitoring system 120. In some embodiments,
sensor 130 may detect the movement of the driver's head toward the
brief flash of light. In response to the detection of the driver's
head moving, a signal may be sent to driver monitoring system 120,
indicating that the driver has responded to the brief flash of
light. If sensor 130 fails to detect the movement of the driver's
head in the direction of the flash of light, a signal may be sent
to the driver monitoring system 120, and or control unit 160. In
response to this signal, the driver monitoring system 120 and/or
control unit 160 may be configured to send a signal to light source
110 to flash additional brief flashes of light. In some
embodiments, these further flashes of light may be more intrusive
or urgent, for example, it may be at a greater intensity or for a
longer duration than the original flash of light. The closed-loop
DVAM system may determine if the driver has responded to the
subsequent prompt, e.g., the more intrusive and/or urgent brief
flash of light, and, in some embodiments, to determine if the
driver failed to respond to the subsequent brief flash of light. In
some embodiments, after the driver has failed to respond to the
first brief flash of light, a signal may be sent to the staged
alerting system, described with reference to FIG. 4, or other
systems associated with vehicle 10.
[0071] In some embodiments, the closed-loop DVAM system may be
enabled only while LAAD system 50, or another driving system known
in the art, is engaged. In some embodiments, the closed-loop DVAM
system may be configured to be enabled even while LAAD system 50,
or another driving system known in the art, is not engaged.
[0072] FIG. 2b is a flowchart of a method according to an
embodiment of the present invention. The operations in the flow
chart may be carried out by a staged alerting system, or by other
systems, associated with, or separate from, a vehicle.
[0073] Typically, data may be collected by one or more sensors in
vehicle 10, as represented by parallelogram 600. In some
embodiments, the sensors are similar to sensors 130. The data
collected by the sensors typically relates to whether the driver is
paying attention or not paying attention to the roadway, or has
looked away from a roadway on which vehicle 10 is traveling. In
some embodiments, the data collected relates to other instances of
driver supervisory control. In some embodiments, the data collected
relates to the level of confidence LAAD system 50, or other driving
systems known in the art, has with the current conditions as
reflected in the data collected by the sensors. As used herein, the
level of autonomy employed by a LAAD system or other autonomous
driving system may include or take into account the level of
confidence that the LAAD has in a particular driving situation. A
level of confidence may be an expected reliability of the driving
system or an estimate of the level of proficiency of the system.
The confidence level may be related to whether the LAAD is
encountering new driving conditions or whether the LAAD is
controlling the vehicle in an environment that is likely to
change.
[0074] The closed-loop DVAM system, as described with reference to
FIG. 2a, or another system in vehicle 10, determines if the data
collected, as represented by parallelogram 600, indicates that
driver 5 is not exercising sufficient supervisory control; the
determination is depicted by block 610. It may be determined if,
given the data, and the confidence level that LAAD system 50, or
another driving system as known in the art, has with the current
conditions, the supervisory control employed by driver 5 is
sufficient; the determination is depicted by block 610.
[0075] The closed-loop DVAM system may determine whether or not
driver 5 has been looking away from the roadway for too long. This
behavior may indicate a lack of supervisory control. In some
embodiments, the determination may be related to the confidence
level LAAD system 50, or other driving systems known in the art,
has with the current conditions.
[0076] If the closed-loop DVAM system determines that driver 5 has
not been looking away from the roadway for too long, or, in some
embodiments, if LAAD system 50, or another driving system known in
the art, determines that the supervisory control employed by driver
5 is sufficient, then the closed-loop DVAM system, or other systems
known in the art, cycles to stand-by, as depicted by oval 630. If,
however, the closed-loop DVAM system determines that driver 5 has
been looking away from the roadway for too long, or, in some
embodiments, determines that driver 5 is not exercising sufficient
supervisory control given the confidence level that LAAD system 50,
or another driving system known in the art, has with the current
conditions, then the closed-loop eye gaze monitoring system, or
another system known in the art, may provide a prompt or signal.
For example, a brief flash of light, as described above with
reference to FIG. 2a and as depicted in block 640, may be
provided.
[0077] The closed-loop DVAM system typically may then determine if
driver 5 has sufficiently responded to the brief flashes of light
(e.g., by paying more attention to the road, by moving his gaze to
the road, or other actions), as depicted in diamond 650. In some
embodiments, driver 5 has sufficiently responded to the brief flash
of light when driver 5 looks toward the light. If the closed-loop
DVAM system determines that driver 5 has sufficiently responded to
the brief flash of light then the closed-loop DVAM system may cycle
to standby, as depicted oval 660. In some embodiments, the
closed-loop DVAM system may use sensors, as described above, with
reference to parallelogram 600, to determine if the response of
driver 5 to the brief flash of light was sufficient.
[0078] If the closed-loop DVAM system determines that the driver
has not sufficiently responded to the brief flash of light, then
the closed loop DVAM system may flash a second brief flash of
light, as depicted by block 670. In some embodiments, this second
brief flash of light may be more intrusive than the previous brief
flash of light, as described earlier with reference to FIG. 2a.
[0079] If the closed-loop eye gaze monitoring system determines, as
depicted by diamond 675, that the response of driver 5 to the brief
flash of light was sufficient, which may be similar to what was
described above with reference to diamond 650, then the closed-loop
eye gaze monitoring system may cycle to stand-by as depicted by
oval 680.
[0080] If the closed loop eye gaze monitoring system determines
that the response of driver 5 was insufficient, then the
closed-loop DVAM system may engage the staged alerting system, as
described with reference to FIG. 4, and as depicted by oval 690.
While specific series of prompts or cues are described herein,
other series of prompts or cues may be used with embodiments of the
present invention.
[0081] FIG. 3 is a flowchart of a method according to an embodiment
of the present invention. The operations in the flow chart may be
carried out by a control unit executing software as described with
reference to FIGS. 1 and 2. In other embodiments, the operations of
the flow chart may be carried out by a LAAD system, as described
with reference to FIGS. 1 and 2, a convenience message system, or
by other systems associated with, or separate from, vehicle 10.
[0082] Typically, the convenience message system may be maintained
in a standby state until activated. In some embodiments, the
convenience message system may include one or more software
programs executed by one or more hardware systems in vehicle
10.
[0083] In some embodiments, a convenience message system may be
enabled only while a LAAD system, or another driving system known
in the art, is engaged. In some embodiments, a convenience message
system may be configured to be enabled even while the LAAD system,
or another driving system known in the art, is not engaged.
[0084] One or more sensor(s), for example, sensors similar to
sensor 130, as described with reference to FIG. 2a, may be coupled
to, or associated with, the vehicle 10. Sensors may include a
computer vision sensor (e.g., a camera), light detection and
ranging RADAR (LIDAR) systems, or laser RADAR (LADAR) systems. Both
RADAR systems typically employ optical remote sensing technologies
that can measure the distance to a target, or other properties of a
target, by illuminating the target with light, typically, pulses
from a laser. The sensors may also include one or more RADAR
systems, an imager, or other remote sensing devices. The sensors
may obtain data allowing a system within vehicle 10, e.g., a LAAD
system, or other system known in the art, to determine the relative
location of vehicle 10 with respect road features, for example,
lane markers(s), road shoulder(s), median barrier(s), edge of the
road and other objects or features. The camera may, for example,
measure lane offset, heading angle, lane curvature and/or other
information (e.g., speed, acceleration, yaw-rate, other driver
input etc.) and provide the information to vehicle 10.
[0085] Vehicle 10 may further include one or more devices or
sensors to measure vehicle steering measurements, vehicle steering
conditions, vehicle steering parameters, vehicle dynamics, driver
input, or other vehicle related conditions or measurements. The
vehicle dynamics measurement device(s) may include one or more
steering angle sensor(s) (e.g., connected to steering wheel and/or
another component of the steering system) and/or steering torque
sensor(s) (e.g., a torsion bar, torsion sensor, torquemeter, torque
transducer, or other device). Steering torque sensor(s) may be
connected to or associated with a steering wheel, a steering
column, steering rack and pinion, a vehicle axle, and/or another
component of the steering system. The vehicle dynamics measurement
device(s) may also include one or more accelerometer(s),
speedometer(s), wheel speed sensor(s), inertial measurement unit(s)
(IMU), or other devices. The vehicle dynamics measurement device(s)
may measure vehicle dynamics conditions or driver input including
steering angle, steering torque, steering direction, lateral (e.g.,
angular or centripetal) acceleration, longitudinal acceleration,
yaw-rate, lateral and longitudinal velocity, speed, wheel rotation,
and other vehicle dynamics characteristics of vehicle 10. Other
sensors known in the art, including both internal and external
sensors, may also be coupled to vehicle 10.
[0086] In some embodiments, the convenience message system, may, in
response to the cumulative data from these and/or sensors known in
the art, as depicted in operation 310, or in response to other
systems associated to vehicle 10, determine that the convenience
message system should engage, as depicted in operation 330. The
engagement of the convenience message system may be configured to
confirm the supervisory role of the driver of vehicle 10--e.g., to
confirm that the driver is supervising the operation of the vehicle
and/or paying attention. In some embodiments, the convenience
message system may be configured to determine that the convenience
message system should engage, as depicted in operation 330, in
response to cumulative data from these sensors, or in response to
other systems associated to vehicle 10, as depicted in data
operation 310, to change the supervisory role of the driver of
vehicle 10. If the data from the sensors, or other systems
associated to vehicle 10, do not necessitate the engagement of the
convenience message system, as depicted in operation 330, then the
convenience message system may not engage, as depicted in operation
340, returning to a standby mode.
[0087] In some embodiments, the convenience message system may
engage, as depicted in operation 330, if the system determines that
a given time interval, as depicted in operation 320, between the
current time and the last engagement of the convenience message
system is sufficient. The time interval may be between 2 and 10
minutes. If the time interval, as depicted in operation 320, is
insufficient, then the convenience message system may not engage,
as depicted in operation 350, returning, instead, to a standby
mode.
[0088] Once the convenience message system has been engaged, as
depicted in operation 330, the convenience message system, in some
embodiments, may produce a prompt or cue message or signal such as
an earcon or other tone, as depicted in operation 370. In other
embodiments, the system may produce an audio, visual or audiovisual
message, as depicted in operation 360. In some embodiments of the
invention, the system may produce a tone and/or an audible
indication, and an earcon, as depicted in operation 370, and
message, as depicted in operation 360. Typically, a message, as
depicted in operation 360, may relate to the data from the sensors,
as depicted in operation 310, or other vehicle sensors, that the
data that was determined by the convenience message system to be
sufficient to engage the convenience message system, as depicted in
operation 330.
[0089] In other embodiments, a message, as depicted in operation
360, may be independent of data from the sensors, as depicted in
operation 310, or other vehicle sensors.
[0090] In some embodiments, the convenience message system may be
part of a closed-loop system. In the closed-loop convenience
message system, the system may have feedback sensors to determine
if the driver has responded to the prompt. In particular, to
determine whether the convenience message system has confirmed
and/or changed the supervisory role of the driver. The feedback
sensors may include a camera (e.g., sensor 130 in FIG. 2a). The
sensor may determine, for example, the direction of the driver's
gaze. In some embodiments, an interactive instrument panel may
determine whether the driver has interacted with the interactive
instrument panel and/or other sensors and systems.
[0091] In some embodiments, the closed-loop convenience message
system may have feedback sensors in vehicle 10 to determine whether
the driver has responded to the prompt and/or changed the driver's
supervisory role in response to an audio prompt or earcon, as
depicted in operation 370 and/or message, as depicted in operation
360, of the convenience message system. The feedback sensors may
include sensors that can determine driver interaction with primary
control systems in vehicle 10, including, but not limited to, the
steering wheel, accelerator, and brake pedal.
[0092] FIG. 4 is a flowchart of a method according to an embodiment
of the present invention. The operations in the flow chart may be
carried out by a staged alerting system, or by other systems,
associated with, or separate from, vehicle 10. Typically, the
staged alerting system may be maintained in a standby state until
activated. In some embodiments, the staged alerting system may be
executed over one or more hardware and/or software systems in
vehicle 10.
[0093] In some embodiments, the staged alerting system may be
enabled only while a LAAD system, or other driving system as known
in the art, is engaged. In some embodiments, the staged alerting
system may be configured to be enabled even while the LAAD system,
or other driving system as known in the art, is not engaged.
[0094] In some embodiments of the present invention, data from one
or more of a vehicle's sensors, as described above in reference to
FIG. 3, or other vehicle sensors as known in the art, may be
collected and measured as depicted in operation 205. The decision
to initiate the staged alerting system is determined by the staged
alerting system, as depicted in operation 210, in response to the
staged alerting system determining the sufficiency of sensor data
collected in operation 205, or alternatively, in response to data
collected by other systems, and/or sensors associated with vehicle
10. Typically, if it is determined by the staged alerting system,
as depicted in operation 210, that the stage alerting system need
not be initiated, the staged alerting system may cycle back to a
standby mode, as depicted in operation 212. If it is determined, by
the staged alerting system, as depicted in operation 210, that the
sensor data collected, as depicted in operation 205, is sufficient
for the staged alerting system to be initiated, the staged alerting
system may provide an attention cue or prompt to the driver of the
vehicle. The staged alerting system may, for example, initiate when
it detects that the driver has not exercised sufficient supervisory
control over the vehicle. This detection may be based on the
driver's behavior or biological factors. The driver's behavior
being detected may include head movement, eye movement, verbal
actions, body movement, and interactions with the vehicle. The
driver's behavior may further include interactions with their smart
phone or other device, indicating that the driver is not exercising
sufficient supervisory control.
[0095] In some embodiments, sufficiency may be determined by
whether the information necessitates that the driver change or
maintain the driver's supervisory role in operating vehicle 10. In
some embodiments, the driver may need to change the driver's
supervisory role in operating vehicle 10 in instances when the
staged alerting system, or other vehicle systems known in the art,
determine that the driver, using a LAAD system, or other driving
system known in the art, is paying insufficient attention to the
operation of the vehicle. Typically, the sensors, coupled to a
vehicle driving system known in the art, may determine the level or
risk related to the current supervisory control of the vehicle
and/or the driver, and calculate what level of driver supervision
is required given that risk as depicted in block 207. In some
embodiments, the data for this calculation may come from the sensor
data collected, as depicted in operation 205. This level of driver
supervision required may be related to the time the driver may look
away from the road before being prompted by the staged alerting
system or another vehicle driving system known in the art. In some
embodiments, the sensors may indicate an exception, hazardous
situation, or an obstacle in the path of the vehicle and may prompt
driver 5 via the staged alerting system or another vehicle driving
system known in the art. In some embodiments, the level of driver
supervision required or the level of sufficient supervisory control
may be adjustable by the driver.
[0096] In some embodiments, the driver may need to change the
driver's supervisory role in operating vehicle 10 in instances when
the staged alerting system, or other vehicle systems known in the
art, determine that there is a decision regarding current or
upcoming driving situations that the driver may want to make. In
some embodiments, the driver may need to change the driver's
supervisory role in operating vehicle 10 in instances when the
staged alerting system, or other vehicle systems, determine that
the LAAD system, or other driving systems known in the art, is not
confident in its ability to continue to control some aspect of the
vehicle's motion due to some aspect of the current or upcoming
driving situation that is outside of its scope of capability. In
some embodiments, the staged alerting system, or other vehicle
systems, may determine that the LAAD system, or other driving
systems known in the art, is experiencing a fault or lacks the
necessary capabilities to continue to drive the vehicle. Driving
situations that are outside of the scope of the capability of a
LAAD system, or other driving systems known in the art, may include
current lane ending, current lane exits the freeway, and current
lane splits to include an exit on the right or left, current lane
forks. A LAAD system, or other driving systems known in the art,
may also not be confident in a situation wherein a vehicle is being
followed, the followed vehicle traveling at a speed significantly
below the current cruise set speed, and as a result of the
employment of an adaptive cruise control system, the driver's
vehicle has been traveling at this lower speed for a particular
time period.
[0097] In some embodiments of the current invention, a time
interval may be calculated, as depicted by operation 214. If the
time interval is determined to be sufficient by operation 210, then
the staged alerting system may be engaged. If the time interval is
determined to be insufficient, then typically, the staged alerting
system may cycle back to a standby state. The attention cue or
prompt, as depicted by operation 215, may be a light providing
illumination similar to that used with the closed loop DVAM.
Further, the interaction between the prompt and the driver
response, as depicted in operation 220, may be similar to that used
with the DVAM, described herein.
[0098] As depicted in operation 220, the sufficiency of the driver
response to the attention cue or prompt may determine whether the
staged alerting system cycles back to a standby state, as depicted
in operation 225. If the driver's response is insufficient, or in
some embodiments, unable to be determined, as determined by the
sensors in the vehicle, the staged alerting system may continue
attempting to alert the driver via a non-visual cue or prompt, as
depicted in operation 230.
[0099] A non-visual cue or prompt, as depicted as operation 230,
may be a haptic cue or prompt. Typically, the haptic cue or prompt
may be from the driver's seat or steering wheel. Haptic cues or
prompts may include shaking or vibrating the seat or the steering
wheel or both. Other haptic cues or prompts known in the art may
also be used. In some embodiments, the driver's seat may be
equipped with vibrating motors, and/or other haptic inducing
mechanics that are known in the art. Typically the haptic inducing
mechanics may cause the seat to shake, pulse, vibrate, or another
haptic inducement that is known in the art. In some embodiments,
the seat may increase lumbar support of the driver, causing the
driver to maintain an alert position. In some embodiments, the
steering wheel or steering column, or both, may be equipped with
vibrating motors, and/or other haptic inducing mechanics that are
known in the art, that may cause the steering wheel to shake,
pulse, vibrate, or another haptic inducement that is known in the
art. In some embodiments, the gear shifter may be equipped with
vibrating motors, and/or other haptic inducing mechanics that are
known in the art. These haptic inducing mechanics may cause the
gear shifter to shake, pulse, vibrate, or another haptic inducement
that is known in the art. Other devices in the vehicle may be
equipped with other haptic inducing mechanics, such as the brake
pedal pulsing or vibrating, for example.
[0100] In some embodiments, a non-visual cue or prompt may include
a verbal cuing or messaging system, including OnStar or other
on-vehicle voice system. The verbal messaging system may inform the
driver of external or internal driving conditions, or may prompt
the driver to interact with the vehicle or take notice of a part of
the vehicle. Sensors or a sensing system may detect a voice
response to the verbal messaging system or other interactions. The
sensing system may detect and determine the content of the driver's
voice response or detect changes in the driver's speech
patterns.
[0101] In some embodiments, the staged alerting system may also, in
addition to the haptic cue or prompt, or instead of the haptic cue
or prompt, provide an audible or other non-visual cue or prompt, as
are known in the art. Typically, the audible cue or prompt may be
generated by the vehicles speakers. In other embodiments, the
audible cue or prompt may be generated by other sources, e.g., a
Bluetooth coupled cellular telephone.
[0102] As depicted in operation 240, the sufficiency of the driver
response to the non-visual cue or prompt may be used to determine
whether the staged alerting system cycles back to a standby state,
as depicted in operation 245. If the driver's response is
determined to be insufficient, or in some embodiments, unable to be
determined, as determined by sensors in the vehicle, the staged
alerting system may continue attempting to alert the driver via,
for example, a second prompt, e.g., a speech cue or prompt, as
depicted in operation 250. The staged alerting system may further
change the operation of the LAAD system, or other driving system
known in the art, such that it may not reengage unless the ignition
is cycled. In other embodiments, the LAAD system, or other driving
system known in the art, may not reengage for a given period of
time as determined by the staged alerting system.
[0103] Typically, operation 250 involves a speech cue or prompt, or
another form of audible cue or prompt, including an earcon. The
speech cue or prompt may be similar to the convenience message
system as described hereinabove with reference to FIG. 2a. In some
embodiments, the speech cue or prompt may be selected from a
pre-set list of phrases configured to elicit a response from the
driver of the vehicle, but independent of the road or driving
conditions. In some embodiments, the speech cue or prompt may be
selected from a list of phrases configured to confirm that the
driver wishes to maintain the driver's current level of supervisory
control. In some embodiments, the speech cue or prompt may be
selected from a list of phrases configured to determine whether the
driver wishes to change the current level of supervisory control.
In some embodiments, the speech cue or prompt may be configured to
be heard by other passengers in the vehicle.
[0104] As depicted in operation 260, the sufficiency of the driver
response to the speech cue or prompt may determine whether the
staged alerting system cycles back to a standby state, as depicted
in operation 265. If the driver's response is insufficient, or in
some embodiments, unable to be determined, as determined by sensors
in the vehicle, the staged alerting system may continue attempting
to alert the driver via a vehicle speed reduction, as depicted in
operation 270. If the driver's response is determined to be
insufficient, or in some embodiments, unable to be determined, as
determined by sensors in the vehicle, the staged alerting system
may change the operation of the LAAD system, or other driving
system known in the art, such that it may not reengage unless the
ignition is cycled. In other embodiments, the LAAD system, or other
driving system known in the art, may not reengage for a given
period of time as determined by the staged alerting system.
[0105] In some embodiments, operation 270 may involve the staged
alerting system disengaging the normal longitudinal control systems
in vehicle 10. In some embodiments, operation 270 may further
involve the staged alerting system slowing the vehicle. The
reduction in speed can be limited, for example, to between 10 and
30 miles per hour below the prevailing traffic speed. Other ranges
may be used.
[0106] In some embodiments, the staged alerting system may be
configured to move the vehicle to the side of the road and stop,
and/or to pulse the brakes as the vehicle is slowed.
[0107] As depicted in operation 280, the sufficiency of the driver
response to the speech cue or prompt may determine whether the
staged alerting system cycles back to a standby state, as depicted
in operation 290. If the driver's response is insufficient, or in
some embodiments, unable to be determined, as determined by sensors
in the vehicle, the staged alerting system may bring the vehicle to
a complete stop, as depicted in operation 285.
[0108] In some embodiments, once the vehicle has pulled over or
stopped, as depicted in operation 285, the LAAD system, or other
driving system known in the art, may not reengage unless the
ignition is cycled. In other embodiments, the LAAD system, or other
driving system known in the art, may not reengage for a given
period of time as determined by the staged alerting system.
[0109] FIG. 5 is a schematic illustration of an embodiment of the
present invention. Typically, a driver interaction system, or
another vehicle system known in the art, is on standby in vehicle
10. A system, e.g., LAAD 50, or another driving system known in the
art, signals driver 5, as depicted by block 410. In some
embodiments, LAAD system 50, or another driving system known in the
art, monitors driver 5, and or the surroundings of driver 5, inside
and/or outside of vehicle 10, as depicted by data collected in
parallelogram 420. In some embodiments, driver 5 is monitored and
signaled in response to data collected.
[0110] The LAAD system 50, or another driving system known in the
art, determines, as depicted in diamond 430, whether to activate
driver interaction system, based on data collected, as depicted in
parallelogram 420 or, in some embodiments, based on the response of
driver 5 to the signaling driver 5 by the LAAD system, or another
driving system known in the art, as depicted in block 410, or in
some embodiments, both.
[0111] If the LAAD system 50, or another driving system known in
the art, determines that the driver interaction system does not
need to be activated, then the driver interaction system cycles
back to standby, as depicted in oval 440.
[0112] If the LAAD system 50, or another driving system known in
the art, determines that a driver interaction system needs to be
activated, then the driver interaction system may be activated and
may send a signal (e.g., a prompt, cue, light, etc.) to driver 5,
as depicted in block 450. In some embodiments, the signals sent to
driver 5 may be increasingly insistent, strong, or intrusive,
depending on how many times it has been determined by the driver
interaction system, or another system in vehicle 10, that the
driver is not paying attention, is not supervising the on board
system, or is not responding to the signal.
[0113] In some embodiments, driver interaction system, or another
system in vehicle 10, determines the nature of the signal to driver
5 based on how long driver 5 has not been paying attention, is not
supervising the on board system, or is not responding to the
signal. In some embodiments, the driver interaction system, or
another system in vehicle 10, sends a further intrusive signal to
driver 5, this signal depicted in block 450, based on either how
long or how many times it has been determined by the driver
interaction system, or another system in vehicle 10, that driver 5
is not paying attention, or both.
[0114] The driver interaction system determines whether the
response of driver 5 to the signal is sufficient (e.g., it is
determined that the driver is supervising the on board system, or
is responding to the signal), as depicted in diamond 460. If the
driver interaction system, or another driver system known in the
art, in vehicle 10 determines that the response of driver 5 to the
signal is sufficient, then the driver interaction system, or
another system known in the art, cycles back to standby, as
depicted by oval 470. If the driver interaction system determines
that the response of driver 5 to the signal is insufficient (e.g.,
the driver is not supervising the on board system, or is not
responding to the signal), then the driver interaction system, or
another system known in the art, may send a further intrusive
signal to driver 5, wherein the further intrusive signal may be
increasingly insistent, strong, or intrusive, depending on how many
times it has been determined that driver 5 is not paying attention,
or how long driver has not been paying attention, as depicted in
block 450. Arrows 480 depict this multiple iteration feedback loop:
the driver interaction system determines whether the response of
driver 5 to an earlier signal is sufficient, as depicted in diamond
460. If the driver interaction system determines that the response
of driver 5 to the signal is sufficient, then the driver
interaction system may cycle back to standby, as depicted by oval
470. If the driver interaction system determines that the response
of driver 5 to the signal is insufficient, then the driver
interaction system may send a further intrusive signal to driver 5,
where the signal may be increasingly insistent, strong, or
intrusive, depending on how many times it has been determined
driver 5 is not paying attention, or how long driver 5 has not been
paying attention, as depicted in block 450.
[0115] In some embodiments of the current invention, the specifics
and details of the staged alerting system may be optimized to
improve driver performance. In some embodiments, the stages and/or
their order of the stages in the staged alerting system may also be
adjusted or removed entirely depending on data collected by sensors
internal and external to the vehicle.
[0116] Embodiments of the present invention may include apparatuses
for performing the operations described herein. Such apparatuses
may be specially constructed for the desired purposes, or may
include computers or processors selectively activated or
reconfigured by a computer program stored in the computers. Such
computer programs may be stored in a computer-readable or
processor-readable non-transitory storage medium, any type of disk
including floppy disks, optical disks, CD-ROMs, magnetic-optical
disks, read-only memories (ROMs), random access memories (RAMs)
electrically programmable read-only memories (EPROMs), electrically
erasable and programmable read only memories (EEPROMs), magnetic or
optical cards, or any other type of media suitable for storing
electronic instructions. It may be appreciated that a variety of
programming languages may be used to implement the teachings of the
invention, as described herein. Embodiments of the invention may
include an article such as a non-transitory computer or processor
readable non-transitory storage medium, such as for example a
memory, a disk drive, or a USB flash memory encoding, including or
storing instructions, e.g., computer-executable instructions, which
when executed by a processor or controller, cause the processor or
controller to carry out methods disclosed herein. The instructions
may cause the processor or controller to execute processes that
carry out methods disclosed herein.
[0117] Features of various embodiments discussed herein may be used
with other embodiments discussed herein. The foregoing description
of the embodiments of the invention has been presented for the
purposes of illustration and description. It is not intended to be
exhaustive or to limit the invention to the precise form disclosed.
It should be appreciated by persons skilled in the art that many
modifications, variations, substitutions, changes, and equivalents
are possible in light of the above teaching. It is, therefore, to
be understood that the appended claims are intended to cover all
such modifications and changes as fall within the true spirit of
the invention.
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