U.S. patent application number 14/918892 was filed with the patent office on 2016-02-11 for localized dynamic swarming for automobile accident reduction.
This patent application is currently assigned to C & P TECHNOLOGIES, INC.. The applicant listed for this patent is Unnikrishna Sreedharan Pillai. Invention is credited to Unnikrishna Sreedharan Pillai.
Application Number | 20160041560 14/918892 |
Document ID | / |
Family ID | 48695552 |
Filed Date | 2016-02-11 |
United States Patent
Application |
20160041560 |
Kind Code |
A1 |
Pillai; Unnikrishna
Sreedharan |
February 11, 2016 |
LOCALIZED DYNAMIC SWARMING FOR AUTOMOBILE ACCIDENT REDUCTION
Abstract
A method, system, and apparatus to detect when one or more
moving vehicles are close to a first vehicle, and to take necessary
actions to maintain a minimum distance between vehicles in a
dynamic environment by automatic navigation. A computer method and
apparatus for automobile accident reduction by maintaining a
minimum distance with respect to all nearby vehicles on the road.
In addition, methods to synchronously move a group of vehicles on a
highway through a swarming action where each vehicle keeps a region
immediately around it free of other vehicles while maintaining the
speed of the vehicle immediately in front or nearby is also
disclosed.
Inventors: |
Pillai; Unnikrishna Sreedharan;
(Harrington Park, NJ) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Pillai; Unnikrishna Sreedharan |
Harrington Park |
NJ |
US |
|
|
Assignee: |
C & P TECHNOLOGIES,
INC.
CLOSTER
NJ
|
Family ID: |
48695552 |
Appl. No.: |
14/918892 |
Filed: |
October 21, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
13340788 |
Dec 30, 2011 |
9187118 |
|
|
14918892 |
|
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|
Current U.S.
Class: |
701/26 |
Current CPC
Class: |
B60W 30/165 20130101;
G08G 1/166 20130101; G05D 1/0289 20130101; B62D 5/0463 20130101;
B60W 2710/207 20130101; B60T 8/1755 20130101; B60W 2720/106
20130101; B60W 2050/0005 20130101; B60W 2556/50 20200201; B60W
2754/30 20200201; B60W 2720/10 20130101; B60W 10/20 20130101; B62D
15/026 20130101; B60W 10/18 20130101; B60W 30/095 20130101; B60W
30/16 20130101; B62D 7/159 20130101; B62D 6/008 20130101; B60W
2554/804 20200201; B62D 6/003 20130101 |
International
Class: |
G05D 1/02 20060101
G05D001/02; B60W 10/18 20060101 B60W010/18; B60W 10/20 20060101
B60W010/20; G08G 1/16 20060101 G08G001/16; B60W 30/165 20060101
B60W030/165 |
Claims
1. A method comprising using a first computer processor on a first
vehicle to cause a first communication signal to be transmitted
from the first vehicle to a second computer processor on a second
vehicle; wherein the first communication signal provides a first
instruction to the second vehicle to move in a first manner; and
further comprising using the second computer processor on the
second vehicle to cause the second vehicle to move in the first
manner in response to the first instruction.
2. A method comprising using a first computer processor on a first
vehicle to communicate with a second computer processor on a second
vehicle; and using a common pre-determined protocol as programmed
by computer software to decide a combined movement of the first
vehicle and the second vehicle based on the communication of the
first computer processor on the first vehicle with the second
computer processor on the second vehicle.
3. The method of claim 1 wherein the first instruction to the
second vehicle to move in the first manner instructs the second
vehicle to slow down.
4. The method of claim 1 wherein the transmitting of the first
communication signal from the first vehicle to the second computer
processor on the second vehicle is done after and only if the first
computer processor determines that the first vehicle is not allowed
to move in a second manner.
5. The method of claim 2 wherein the combined movement of the first
vehicle and the second vehicle is determined so as to maintain an
inner region for each of the first vehicle and the second vehicle
free from the other vehicle of the first and the second vehicle and
free from any other vehicle.
6. The method of claim 5 wherein the inner region of the first
vehicle is an elliptical area having its center as the center of
the first vehicle; and wherein the inner region of the second
vehicle is an elliptical area having its center as the center of
the second vehicle.
7. A method comprising using communications between a first
computer processor on a first vehicle and a second computer
processor on a second vehicle to synchronize a speed of the first
vehicle to be about equal to a speed of the second vehicle subject
to a minimum distance requirement between the first vehicle and the
second vehicle.
8. The method of claim 7 further comprising using communications
between a third computer processor on a third vehicle and the
second computer processor on the second vehicle to synchronize a
speed of the third vehicle to be about equal to a speed of the
second vehicle subject to a minimum distance requirement between
the third vehicle and the second vehicle; wherein communications,
if any, between the first computer processor and the third computer
processor are not used to synchronize the speed of the third
vehicle to be about equal the speed of the second vehicle subject
to the minimum distance requirement between the third vehicle and
the second vehicle.
9. The method of claim 1 wherein the first instruction to the
second vehicle to move in the first manner instructs the second
vehicle to accelerate.
10. The method of claim 1 wherein the first instruction to the
second vehicle to move in the first manner instructs the second
vehicle to change direction of movement of the second vehicle.
11. The method of claim 7 wherein the second vehicle and the first
vehicle are travelling on the same road, and in substantially the
same direction; and the second vehicle is ahead of the first
vehicle on the road.
12. An apparatus comprising a first computer processor located on a
first vehicle; a second computer processor located on a second
vehicle; wherein the first computer processor is programmed to:
cause a first communication signal to be transmitted from the first
vehicle to the second computer processor on the second vehicle;
wherein the first communication signal provides a first instruction
to the second vehicle to move in a first manner; and wherein the
second computer processor is programmed to cause the second vehicle
to move in the first manner in response to the first
instruction.
13. An apparatus comprising a first computer processor located on a
first vehicle; a second computer processor located on a second
vehicle; wherein the first computer processor is programmed to
communicate with the second computer processor; and wherein the
first and the second computer processors are programmed to use a
common pre-determined protocol as programmed by computer software
to decide a combined movement of the first vehicle and the second
vehicle based on the communication of the first computer processor
on the first vehicle with the second computer processor on the
second vehicle.
14. The apparatus of claim 12 wherein the first instruction to the
second vehicle to move in the first manner instructs the second
vehicle to slow down.
15. The apparatus of claim 12 wherein the transmitting of the first
communication signal from the first vehicle to the second computer
processor on the second vehicle is done after and only if the first
computer processor determines that the first vehicle is not allowed
to move in a second manner.
16. The apparatus of claim 13 wherein the combined movement of the
first vehicle and the second vehicle is determined so as to
maintain an inner region for each of the first vehicle and the
second vehicle free from the other vehicle of the first and the
second vehicle and free from any other vehicle.
17. The apparatus of claim 16 wherein the inner region of the first
vehicle is an elliptical area having its center as the center of
the first vehicle; and wherein the inner region of the second
vehicle is an elliptical area having its center as the center of
the second vehicle.
18. An apparatus comprising: a first computer processor on a first
vehicle; a second computer processor on a second vehicle; and
wherein the first computer processor and the second computer
processor are programmed to use communications between the first
computer processor and the second computer processor to synchronize
a speed of the first vehicle to be about equal to a speed of the
second vehicle subject to a minimum distance requirement between
the first vehicle and the second vehicle.
19. The apparatus of claim 18 further comprising a third computer
processor on a third vehicle; wherein the second computer processor
on the second vehicle and the third computer processor on the third
vehicle are programmed to use communications between the third
computer processor and the second computer processor to synchronize
a speed of the third vehicle to be about equal to a speed of the
second vehicle subject to a minimum distance requirement between
the third vehicle and the second vehicle; and wherein
communications, if any, between the first computer processor and
the third computer processor are not used to synchronize the speed
of the third vehicle to be about equal the speed of the second
vehicle subject to the minimum distance requirement between the
third vehicle and the second vehicle.
20. The apparatus of claim 12 wherein the first instruction to the
second vehicle to move in the first manner instructs the second
vehicle to accelerate.
21. The apparatus of claim 12 wherein the first instruction to the
second vehicle to move in the first manner instructs the second
vehicle to change direction of movement of the second vehicle.
22. The apparatus of claim 18 wherein the second vehicle and the
first vehicle are travelling on the same road, and in substantially
the same direction; and the second vehicle is ahead of the first
vehicle on the road.
23. The method of claim 1 wherein the first instruction to the
second vehicle to move in the first manner instructs the second
vehicle to steer the second vehicle in a particular direction.
24. The apparatus of claim 12 wherein the first instruction to the
second vehicle to move in the first manner instructs the second
vehicle to steer the second vehicle in a particular direction.
25. A method comprising, detecting a state of a traffic light using
a sensing device on a vehicle; wherein the traffic light is not
part of the vehicle; wherein the state of the traffic light is
either a first state in which the traffic light is green, a second
state in which the traffic light is red, or a third state in which
the traffic light is yellow; and further comprising measuring a
first distance from the vehicle to the traffic light; using a
computer processor to determine a ratio of the first distance to a
speed of the vehicle; and using a computer processor to cause the
vehicle to come to a complete stop if the state of the vehicle is
either the second state or the third state and based at least in
part on the ratio of the first distance to the speed of the
vehicle.
26. A method comprising, detecting a stop sign using a sensing
device on a vehicle; wherein the stop sign is not part of the
vehicle; and further comprising determining whether the vehicle is
decelerating; and using a computer processor to cause a braking
device to stop the vehicle within a first distance of the stop sign
if the vehicle is not decelerating.
Description
CROSS REFERENCE TO RELATED APPLICATION(S)
[0001] The present application is a continuation of and claims the
priority of U.S. patent application Ser. No. 13/340,788, titled
"METHOD AND APPARATUS FOR AUTOMOBILE ACCIDENT REDUCTION USING
LOCALIZED DYNAMIC SWARMING", filed on Dec. 30, 2011.
FIELD OF THE INVENTION
[0002] This invention relates to improved methods and apparatus
concerning automobiles and automobile accident prevention.
BACKGROUND OF THE INVENTION
[0003] Various methods and apparatus are known for preventing
automobile accidents. Accidents happen when two moving objects
collide, or the distance between two objects reduces to zero, with
the "intensity" of the accident depending upon vehicle speed,
orientation and road conditions among other things. Going through a
red light, accelerating towards a post, not stopping at "STOP"
signs, can all lead to accidents. For example, running through a
red light can cause collision with another approaching vehicle that
has a green light. A method and system to detect these situations,
and take necessary actions to maintain a minimum distance between
vehicles in a dynamic environment by automatic navigation is
proposed in this invention. Prior art in this context is the ABS
(Automatic Braking System), now universally adopted in almost all
modern vehicles, where depending on the road traction in hostile
weather conditions, the onboard computer takes over the braking
procedure which helps avoid losing control of the vehicle on the
road. Mercedes (trademarked), BMW (trademarked), and other
companies have configured small radars into the chassis of some of
their models to sense the distance to the closest neighbor (vehicle
in front) and engage brakes automatically to avoid a collision.
SUMMARY OF THE INVENTION
[0004] One or more embodiments of the present invention relate to a
computer method and apparatus for automobile accident reduction by
maintaining a minimum distance with respect to all nearby vehicles
on the road.
[0005] One or more embodiments of the present invention provides a
computer/micro-processor on board each vehicle which is programmed
by computer software to create two virtual regions around each
vehicle. The two virtual regions may be an inner region such as an
elliptical region specified by a measure such as a radius, and an
outer circle (known as the swarm circle) of a larger radius. Both
regions may be centered around each vehicle, completely envelope
the each vehicle and move along with each vehicle. Using small
radars on board and other communication devices for a sensing
device the on board computer processor or micro processor is
programmed by computer software to determine the distance and speed
of all vehicles (incoming as well as along track) within its swarm
circle and the computer processor or micro processor is programmed
to make necessary adjustments and corrections to its own speed and
steering so that no vehicles are allowed to enter within its inner
region. These corrections may include steering left or right in
prescribed steps, accelerating, decelerating, or a combination
thereof, to keep a particular vehicle's inner region free of any
other vehicle or object. The above steps are done in a periodic
manner when the vehicle is in motion in addition to all other
routine operations associated with a moving vehicle.
[0006] If at any instant other vehicles present in a particular
vehicle's swarm circle are also equipped with similar swarming
devices, the computer processor of the vehicles within the swarm
circle are programmed to communicate with each other and a common
pre-determined protocol as programmed by computer software will
decide the combined movement of the vehicles involved in the swarm
so as to maintain each of their inner regions free of other
vehicles and objects. As the vehicles pass by, new swarming
relations are acknowledged through onboard "computer handshakes"
and dynamic course correction is maintained to keep the inner
regions of each vehicle free of other objects and vehicles.
[0007] In another embodiment of the present invention color
sensitive sensors or other types of sensors detect green/yellow/red
lights and their distances on the road and convey that information
to the onboard computer processor that may also have the location
information of all traffic lights from roadside markings, GPS
readings and other means. In the case when a red light is detected,
the onboard computer processor is programmed to initiate a routine
to bring the vehicle to a complete stop, if the driver doesn't
begin the "bring to a stop" routine within a prescribed distance to
the light. The distance required to bring the vehicle to a complete
stop depends on the speed of the vehicle.
[0008] In another embodiment of the present invention, sensors on
the vehicle detect "STOP" signs on the road side and the onboard
computer or computer processor is programmed to initiate a "bring
to a stop" procedure similar to the one described above, unless the
driver does not initiate the bring to a stop procedure.
[0009] In another embodiment of the present invention, sensors on
the vehicle detect other non-moving objects such as trees and poles
on the road side and the onboard computer processor is programmed
to initiate a "move to the right, move to the left or bring to a
"STOP" procedure so as to avoid the object coming within the inner
region of the vehicle.
[0010] In another embodiment of the present invention, if other
vehicles present in a vehicle's swarm circle and moving in the same
direction are also equipped with similar swarming computer devices,
these computers communicate with each other and a common
pre-determined protocol will decide the combined movement of the
vehicles involved in the swarm so as to maintain each of their
inner regions free of other vehicles and objects, and synchronize
all the vehicles together so that they move as a pack following a
lead vehicle simulating an active forward swarm pack similar to a
flock of birds flying together.
[0011] In another embodiment of the present invention, the active
swarm concept can be propagated across the swarming region of each
vehicle, thus linking vehicles across multiple swarming regions and
making all of them effectively connected together to move as a
single pack. As an example, a pack of active forward swarms can be
generated from a single first vehicle on interstate highway "5" in
California going south from San Francisco to Los Angeles, and as
this vehicle cruises along the highway, a second vehicle with the
same destination that is within the swarming circle of the first
vehicle, communicating with the first vehicle and realizing its
destination matches or partially matches with the first vehicle,
adjusting its velocity to match that of the first vehicle and joins
the swarm moving together. As more vehicles are added to this swarm
and they move together, although the various swarm circles of these
vehicles overlap, as new vehicles are added, it is possible that
the swarm circles of these latest vehicles do not overlap with the
swarm circles of the first or second vehicle. Nevertheless each
vehicle communicates with all other vehicles within its swarm and
because of the overlap of various swarms, all vehicles stay
connected even across non-overlapping swarms thus forming an active
forward swarm. The pack can grow or shrink as other vehicles join
or leave the pack. At any point, any vehicle can get in or get out
of the active forward swarm and move individually or get off the
highway. In particular, in addition to keeping the inner region of
each vehicle free of other vehicles, when the vehicles are in an
active forward swarm (AFS) mode, they synchronize their velocity
with their nearest forward neighbor, or lead vehicle. In accordance
with the present invention, AFS is an option that can be offered in
motor vehicles, similar to the way a cruise control option is
offered in modern day vehicles.
[0012] In one or more embodiments of the present invention a method
is provided which may include measuring a first distance from a
first vehicle to a second vehicle, storing a first quantity
indicating the first distance in a first computer memory, measuring
a first speed of the second vehicle with the first sensing device,
storing a second quantity indicating the first speed in the first
computer memory, and using a first computer processor to control a
first steering control device to steer the first vehicle either to
the left or to the right based at least in part on the first
quantity and the second quantity.
[0013] In another embodiment, the method may include using the
first computer processor to cause the first vehicle to either
accelerate or decelerate based at least in part on the first
quantity and the second quantity.
[0014] The first computer processor may control the first steering
control device to steer the first vehicle either to the left or to
the right, in a manner to maintain at least a first predetermined
distance between the first vehicle and the second vehicle.
[0015] The first computer processor may cause the first vehicle to
accelerate or decelerate in a manner to maintain at least a first
predetermined distance between the first vehicle and the second
vehicle.
[0016] In another embodiment, the method may include measuring a
second distance from the first vehicle to a third vehicle using the
first sensing device, storing a third quantity indicating the
second distance in the first computer memory, measuring a second
speed of the third vehicle with the first sensing device, storing a
fourth quantity indicating the second speed in the first computer
memory, and using the first computer processor to control the first
steering control device to steer the first vehicle either to the
left or to the right based at least in part on the third quantity,
and the fourth quantity. The method may also include using the
first computer processor to cause the first vehicle to either
accelerate or decelerate based at least in part on the third
quantity, and the fourth quantity.
[0017] In another embodiment, a method is provided which includes
measuring a second distance from the second vehicle to the first
vehicle, storing a fifth quantity indicating the second distance in
a second computer memory, measuring a second speed of the first
vehicle with a second sensing device, storing a sixth quantity
indicating the second speed in the second computer memory; and
using a second computer processor to cause the first vehicle to
either accelerate or decelerate based at least in part on the fifth
quantity and the sixth quantity.
[0018] In another embodiment, the first computer processor may
cause a first communication signal to be transmitted from the first
vehicle to the second vehicle, wherein the first communication
signal provides data to the second vehicle which causes the second
vehicle to accelerate or decelerate or causes the second vehicle to
be steered to the right or to the left.
[0019] In another embodiment, when the second vehicle and the first
vehicle are travelling on the same road, and in substantially the
same direction; and the second vehicle is ahead of the first
vehicle on the road, the method may further include using the first
computer processor to cause the first vehicle to travel at
substantially the first speed of the second vehicle, so that the
first vehicle maintains a substantially fixed predetermined
distance from the second vehicle while the first vehicle and the
second vehicle are travelling on the road.
[0020] In at least one embodiment, an apparatus is provided which
may include a first computer processor; a first sensing device; a
first steering control device; and a first computer memory. The
first computer processor may be programmed to: cause the first
sensing device to measure a first distance from a first vehicle to
a second vehicle; store a first quantity indicating the first
distance in the first computer memory; cause the first sensing
device to measure a first speed of the second vehicle; store a
second quantity indicating the first speed in the first computer
memory; and control the first steering control device to steer the
first vehicle either to the left or to the right based at least in
part on the first quantity and the second quantity and/or cause the
first vehicle to either accelerate using the acceleration device or
decelerate using the deceleration device based at least in part on
the first quantity and the second quantity.
[0021] In another embodiment, the apparatus may include a
transmitter. The first computer processor may be programmed to
cause a first communication signal to be transmitted from the first
vehicle via the transmitter to the second vehicle, wherein the
first communication signal provides data to the second vehicle
which causes the second vehicle to accelerate or decelerate and/or
which causes the second vehicle to be steered to the left or to the
right.
[0022] In another embodiment, the first computer processor may be
programmed so that when the second vehicle and the first vehicle
are travelling on the same road, in substantially the same
direction, and the second vehicle is ahead of the first vehicle on
the road, the first computer processor may cause the first vehicle
to travel at substantially the first speed of the second vehicle,
so that the first vehicle maintains a substantially fixed
predetermined distance from the second vehicle while the first
vehicle and the second vehicle are travelling on the road.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] FIG. 1A illustrates a moving vehicle with its inner region
and swarm circle shown;
[0024] FIG. 1B illustrates a typical road condition with several
vehicles within each swarm circle with two swarm circles (one solid
and one dotted) shown;
[0025] FIG. 2 illustrates a typical vehicle measuring the distances
and velocities of all other vehicles within its swarm circle;
[0026] FIG. 3 is a flow chart of a routine or method which can be
implemented by a computer processor programmed by computer
software, wherein the routine enables localized dynamic swarming of
a single vehicle;
[0027] FIG. 4 is a flow chart of a minimum distance control method
in accordance with an embodiment of the present invention;
[0028] FIG. 5 is a flow chart of a speed/steering control method,
which can be implemented by a computer processor programmed by
computer software;
[0029] FIG. 6 is a flow chart of a method to bring a moving vehicle
to a complete stop at a red/yellow traffic light;
[0030] FIG. 7 is a flow chart of method to bring a moving vehicle
to a complete stop at a "STOP" sign;
[0031] FIG. 8 illustrates a typical road condition with several
vehicles forming an active forward swarm and moving together as a
pack with an onboard apparatus of each vehicle measuring the
distances and velocities of all other vehicles within each
vehicle's swarm circle to maintain the minimum distance
requirement;
[0032] FIG. 9 illustrates a typical road condition with several
vehicles across multiple swarms are effectively coupled together to
form a single pack;
[0033] FIG. 10 shows an onboard apparatus in accordance with an
embodiment of the present invention which may be located in a
vehicle; and
[0034] FIG. 11 shows a flow chart of a method in accordance with an
embodiment of the present invention.
DETAILED DESCRIPTION OF THE DRAWINGS
[0035] FIG. 1A illustrates a diagram 100 of a moving vehicle 101
with its inner region 102 and swarm circle 103 shown. The swarm
circle 103 has a radius which may be, for example, about one eight
of a mile to one mile. The center of the swarm circle 103 may be
the center of the vehicle 101. The inner region 102, may be
circular or elliptical, and may have a radius of r.sub.2. The
center of the inner region 102 may be the center of the vehicle
101. In at least one embodiment, the swarm circle 103 and the inner
region 102 move with the vehicle 101 so that the center of the
vehicle 101 is the center of the swarm circle 103 and the inner
region 102.
[0036] FIG. 10 shows an apparatus 1000 in accordance with an
embodiment of the present invention which may be located in or
onboard a vehicle, such as vehicle 101. The apparatus 1000 includes
a sensing device 1002, display device or computer monitor 1004,
computer processor 1006, user interactive device 1008, computer
memory 1010, global positioning device 1012, a transmitter/receiver
1014, an accelerator 1016, a braking device 1018, a steering
control 1020, a backward/forward control device 1022, an alarm
device 1024, and a speed detector 1026.
[0037] The diagram 100 also includes a road 104. The road 104
includes road side boundaries 107 and 106, and dividing line 108.
The dividing line 108 may be a solid yellow dividing line (although
shown in black and white, and dashed in drawings) that may divide
traffic going in a first direction (such as between 108 and 106)
and traffic going in a second direction which is opposite the first
direction (such as between 108 and 107). Alternatively, the
dividing line 108 may divide lanes of a highway moving in the same
direction.
[0038] The inner region 102 is a region in which no other vehicles
are allowed, except vehicle 101. The computer processor 1006 is
programmed by computer software stored in computer memory 1010 to
prevent vehicles other than 101 from entering inner region 102,
while the vehicle 101 is in motion. The computer processor 1006
does this in an dynamic environment as other vehicles move in and
out of the swarm circle 103 that is moving along with the vehicle
of interest, in this case vehicle 101, typically with the same
velocity of the vehicle 101.
[0039] One or more embodiment of the present invention present a
method and an apparatus for accident reduction on a vehicle by
maintaining a minimum distance with respect to nearby vehicles on
the road either by acting on inputs provided by an onboard computer
processor, such as the computer processor 1006 in FIG. 10 in the
particular vehicle, such as vehicle 101 in FIG. 1A or by acting on
inputs provided by other computer processors of other vehicles
within its swarm circle. A swarm circle is a virtual circle, such
as swarm circle 103, drawn with its center at the center of the
vehicle of interest, such as 101 and of certain radius, such as R1,
such as fraction of a mile or one mile.
[0040] FIG. 1B illustrates a diagram 150 of a typical road
condition with vehicles 110, 120, 130, 140, and 160. The diagram
150 also shows a swarm circle 111 having a radius of r.sub.3 for
the vehicle 110, along with an inner region with radius r.sub.4. A
swarm circle 132 having a radius r.sub.5 for the vehicle 130 is
also shown. Inner regions or circles 131 and 111 for the vehicles
130 and 110, respectively, are also shown. The diagram 150 also
includes a road 170 having boundaries 171 and 172 and a center line
173. No other vehicles or objects are allowed within each vehicle's
inner region (disregarding objects located on or within the
particular vehicle).
[0041] FIG. 11 shows a flow chart 1100 of a method for monitoring a
controlling a current vehicle, such as vehicle 110, so that its
inner region remains free of other vehicles. The method shown by
FIG. 11 can be executed by computer processor 1006 on board the
vehicle 110 and can also be executed by a computer processor
(analagous to, identical to, or similar to computer processor 1006)
on every other vehicle.
[0042] The vehicles within each vehicle's swarm circle are actively
monitored by the onboard computer processor (such as computer
processor 1006 shown in FIG. 10) by using an onboard radar device
to measure the distances to these vehicles, such as at step 1102 in
FIG. 11 and their speeds and/or velocities, such as at step 1104 in
FIG. 1. The distances, speeds, and/or velocities may be determined
by an onboard radar device or other sensing device which may be
part of sensing device 1002. At step 1106 the distances, speeds
and/or velocties may be used by a computer processor, such as
computer processor 1006 to accelerate, decelerate, turn left, or
turn right a vehicle such a vehicle 110. These actions, which may
be caused by the computer processor 1006 may include accelerating a
vehicle, such as vehicle 110 by using causing accelerator 1016 to
accelerate the vehicle 110, decelerating a vehicle, such as vey
causing braking device 1018 to be activated, moving left or moving
right a vehicle, such as by causing steering control 1020 to be
appropriately activated to steer a vehicle, such as 110 to the left
or to the right in controlled steps while monitoring the distances
to nearby vehicles, using devices which may be part of sensing
device 1002, and using the distances to nearby vehicles from
sensing device 1002 as feedback. The feedback in terms of the new
distances, speeds, and velocities other vehicles, with reference to
a current vehicle (such as 110) is used to decide on the action at
a next clock cycle, typically of the computer processor 1006. As
shown in FIG. 11, a feedback loop is provided, so that the
distances, speeds, and/or velocities are determine again, and the
vehicle (such as 110) it accelerated, decelerated, turned left,
and/or turned right depending on the results of the next set of
measurements of distances, speeds, and/or velocities.
[0043] The swarm circle 112 for vehicle 110 at the specific instant
shown in FIG. 1B has two other vehicles within itself--vehicle 120
traveling along with vehicle 110, and vehicle 130 traveling in the
opposite direction to vehicle 110. Similarly the swarm circle 132
for vehicle 130 at the same instant shown in FIG. 1B has two other
vehicles within it--vehicle 110 and vehicle 140.
[0044] Some or all of the vehicles within each swarm circle may
have the onboard apparatus 1000 shown in FIG. 10, or an apparatus
substantially similar to or identical to the apparatus 1000 of FIG.
10. The computer processors of vehicles having identical or
substantially similar apparatus 1000 may communicate with each
other via high frequency radio communication or bluetooth devices
which may be part of transmitter/receiver 1014 of FIG. 10, and may
follow the same protocol through computer programming of their
computer processors and take a collective action to keep the inner
regions of all those vehicles free of any other vehicles. This
constitutes an active swarming behavior. Moreover this decision
making can be achieved across multiple swarm circles as well.
[0045] For example, if vehicles 110, 120, 130, 140 all have an
apparatus 1000 or an apparatus substantially similar to or
identical to apparatus 1000, vehicles 110 and 130 may decide the
next best move is for vehicle 130 to slow down, in which case
vehicle 130 requests vehicle 140 to slow down. This may be done by
the computer processor 1006 of vehicle 130 causing the
transmitter/receiver 1014 to transmit a signal to a receiver
portion of a transmitter/receiver on vehicle 140, which may be
identical to 1014. The vehicle 140 may have a computer processor
similar to or identical to computer processor 1006. The vehicle
140's computer processor (analagous to 1006) may process the signal
received from vehicle 130 and the vehicle 140 may cause a braking
device or deceleration device (analagous, substantially similar to,
or identical to 1018) to cause the vehicle 140 to slow down.
[0046] Thus, in the above example. the vehicle 110 has effectively
(indirectly through computer processor of vehicle 130) asked
vehicle 140 to slow down across swarm circles, i.e. even though
vehicle 140 is not in the swarm circle 112 of vehicle 110, vehicle
110 has indirectly (through computer processor of vehicle 130)
effectively asked vehicle 140 to slow down. In this sense the group
behavior and awareness exhibited by vehicles in a swarm are similar
to a pack of wolves moving together, a flock of birds flying
together, or a school of fish swimming together. In each case the
collective behavior and their awareness generates the active swarm
concept. In the present context, the swarms are formed dynamically
since the swarm will contain both incoming and outgoing vehicles
with different speeds and directions and hence they are together
only for short durations. A clocking system or device which may be
part of computer processor 1006 and analagous computer processors
in each vehicle updates the local scene and forms a current swarm
of vehicles, which may be stored in computer memory such as
computer memory 1010 and issues commands collectively, when
applicable, to keep the inner regions of all those vehicles free of
other objects.
[0047] In the event when some or all other vehicles in the current
swarm are not equipped with apparatus 1000 of one or more
embodiments of the present invention, the computer processor, such
as 1006, onboard the current vehicle, such as for example vehicle
110, is programmed by computer software to issue commands to itself
to make the appropriate moves such as accelerate (and 1006 provides
a signal to accelerator 1016 to cause the vehicle 100 to
accelerate) decelerate (and 1006 provides a signal to braking
device 1018 to cause the vehicle 100 to decelerate) (and, turn
left, turn right, and 1006 provides a signal to steering control
1020 to turn the current vehicle, on which 1006 is located, left or
right) so as to maintain its inner region, such as inner region
111, free of other moving vehicles. This constitutes the passive
swarming behavior. As clocks are updated, some or all of the
vehicles within the swarm circle 112 of vehicle 110 will move out
of the swarm circle 112 and new vehicles will enter and the above
procedure is repeated either using an active swarming method as
described above where the computer processors on vehicles within a
swarm circle communicate with each other (such as via
transmitter/receiver 1014 and similar or identical
transmitter/receivers on other vehicles) and make decisions to keep
the inner regions of each vehicle free of other moving vehicles, or
a passive swarming method where the computer processor within each
vehicle makes decisions about turning its vehicle (on which the
particular computer processor is located) left or right to keep its
own inner region free of other moving vehicles, or a combination
thereof when applicable.
[0048] FIG. 2 illustrates a diagram 200 of a vehicle 210, which has
an onboard apparatus, such as onboard apparatus 1000 shown in FIG.
10, which measures the distances and velocities of all other
vehicles within its swarm circle, for example by using a radar
device, such as a radar device which may be part of sensing device
1002.
[0049] FIG. 2 shows a diagram 200 illustrating the vehicle 210
traveling with a velocity U.sub.2 and its swarm circle 211 and its
inner region 212. The swarm circle 211 has a radius r.sub.6. The
radius r.sub.6 can vary depending on the location such as highways,
or urban area and/or the vehicle speed. In a crowded urban setting,
the radius r.sub.6 may have a smaller value, such as several
hundred meters whereas in an inter-state highway setting the radius
r.sub.6 may be several miles since the fewer vehicles there can be
traveling at a faster speed compared to the urban area. The radius
of these swarm circles will at times depend upon the number of
vehicles that the onboard computer processor can handle; or may be
decided by standard protocols that dictate these radius to be a
certain value in urban areas, and some other larger value in rural
highway settings. Using GPS and other roadside means it is easy for
the onboard computer to know exactly where it is at any time and
hence can determine the value of the swarm radius to be used.
[0050] The diagram 200 includes vehicles 210, 220, 230, 250, and
260 all of which are located in the swarm circle 211 of the vehicle
210 at the instant shown. The vehicles 240 and 270 are outside of
the swarm circle 211.
[0051] Vehicles 210, 220, 230, and 240 move in substantially the
same forward direction with velocities u.sub.1, u.sub.2, u.sub.3
and u.sub.4 respectively, whereas vehicles 250, 260, 270 move in
substantially the same downwards direction, opposite the forward
direction with velocities v.sub.1, v.sub.2 and v.sub.3
respectively. Moreover the computer processors (analagous to 1006)
and sensing devices (analagous to 1002) onboard each vehicle (such
as vehicle 210) track the distances x.sub.1, x.sub.2, x.sub.3 to
all vehicles within its swarm circle through onboard distance
sensing devices such as radars and store these distances in
computer memory (analagous to computer memory 1010.
[0052] For the instant shown in FIG. 2, the distances tracked
between vehicle 210 and the other vehicles in its swarm 211,
include: (a) the distance, X.sub.1 between vehicle 210 and 220, (b)
the distance, x.sub.2, between vehicle 210 and 230, (c) the
distance, y.sub.1 between vehicle 210 and 250, and (d) the
distance, y.sub.2, between vehicle 210 and 260. The distances (a)
and (b) are distances between vehicle 210 and vehicles in its swarm
circle 211 that are travelling in substantially the same forward
direction. The distances (c) and (d) are distances between vehicle
210 and vehicles in its swarm circle 211 that are travelling in
substantially the same downwards direction, opposite the forward
direction.
[0053] The vehicles 210, 220, 230, and 240 may be travelling in the
substantially same upwards direction with velocities u.sub.1,
u.sub.2, u.sub.3 and u.sub.4, respectively. The vehicles 250, 260,
and 270 may be travelling in the substantially same downwards
direction with velocities v.sub.1, v.sub.2 and v.sub.3
respectively.
[0054] The computer processors of each vehicle (such as computer
processor 1006 of vehicle 210, for example) together with its
sensing device (analagous to 1002) measure the locations and
velocities of all vehicles using onboard radar devices--similar to
the one currently used in most of the police vehicles to determine
the speed of other vehicles on the road--within its swarm circle
(such as swarm circle 211 for vehicle 210) at every instant and
update this information at a specified clock rate that is
determined by the computer processor of the particular vehicle
(such as processor 1006 of vehicle 210). In a crowded scene such as
a well moving urban traffic in a nearby highway, updating the above
location and speed information about other vehicles within its
swarm circle can happen at a faster rate depending on a variety of
factors such as (a) how many vehicles are present in the swarm
circle at any instant, (b) the current location of the vehicle as
determined by its GPS coordinates; In the case of (a), if there are
a larger number compared to the usual average number of vehicles in
any swarm, then the computer processor 1006 alerts related devices
such as 1014 and 1020 to collect information at a faster clock
rate, and take the appropriate actions also at a faster clock rate.
If on the other hand, the number of vehicles within the swarm
circle are smaller than the average number of vehicles, the
computer processor 1006 slows down the data collection rate by
skipping some clock cycles periodically. Similarly if (b) is used
to determine the clock rate, when the vehicle approaches a crowed
city such as New York or Los Angeles, the preloaded database will
be cross checked by the computer processor against its current GPS
location to determine the appropriate clock rate such as a faster
rate in New York area vs. a slow rate in rural South Dakota.
[0055] FIG. 3 is a flow chart 300 of a routine or method that can
be implemented by computer processor 1006 as programmed by computer
software in computer memory 1010 to enable the localized dynamic
swarming of a single vehicle, such as vehicle 210 in FIG. 2.
[0056] At step 301 a clock of the computer processor of the
particular vehicle, such as computer processor 1006 of the vehicle
210, is updated to count down at a pre-determined rate that can
vary depending on traffic conditions. In crowded urban situations
the clock cycle duration can be set smaller than that in a remote
highway setting. For example, in and around a metropolitan area
such as New York or Los Angeles, the clock rate at which sensing
and decisions are made can be faster compared to rural areas in
South Dakota or New Jersey suburban towns on a Sunday morning.
Changing clock rate is physically achieved through the standard
procedure such as having the main clock in the computer run at a
high rate such as a millisecond and then step it down to any
desired rate such as every second or one-tenth of a second and so
on. The set clock rate can also depend on the velocity of the
parent vehicle, such as vehicle 210 in FIG. 2 or other vehicles
(such as vehicles 220, 230, 250, and 260 within the swarm, such as
swarm circle 211. If an incoming vehicle (such as vehicle 240 in
the diagram 200) is approaching at an unusually high speed, the
clock rate may be updated to be faster so as to track the new
vehicle and make decisions accordingly. The primary job of the
onboard computer processors (such as computer processor 1006) and
sensors (such as sensing device 1002) is to detect all vehicles
within its current swarm circle at step 302 shown in FIG. 3 on
every clock cycle. If the other vehicles in the current swarm
circle (such as swarm circle 211) are equipped with the apparatus
1000, then communication links between the primary vehicle (such as
210) and other vehicles (such as 220, 230, 250 and 260) in the
swarm circle 211 are established, such as via transmitter portion
of the transmitter/receiver 1014. For example, primary vehicle
(such as 210) may send a communication with a steering command such
as "move right" via transmitter/receiver 1014 to a receiver portion
of a transmitter/receiver (analagous to 1014) of vehicle 250. A
computer processor (analagous to computer processor 1006) may
processed the received signal from the transmitter/receiver of 250,
and may cause an accelerator (analagous to 1016 to accelerate), a
braking device (analagous to 1018) to slow a vehicle down, or a
steering control (analagous to 1020) to steer the vehicle 250 in a
particular direction.
[0057] If no such communication made from vehicle 210 to other
vehicles within swarm 211 is acknowledged, (for example) vehicle
210 next applies all corrections on its own vehicle 210 only. In
the next step 304, the onboard computer processor (such as
processor 1006) and sensing device 1002 measure all distances using
standard onboard radar distance sensing devices of along-track and
incoming vehicles within the swarm, such as 211, along with the
velocities and of along-track and incoming velocities respectively
for all vehicles within the current swarm circle, such as 211. All
velocities of vehicles within the swarm, such as within swarm
circle 211, are checked against local speed restrictions available
through onboard stored maps, such as stored in computer memory 1010
and GPS location information from GPS device 1012 by the compute
processor, such as 1006, as programmed by computer software stored
in computer memory 1010. This information is passed on to a minimum
distance control box, which may be part of the computer processor,
such as 1006, at step 305 that checks all distances against the
inner region radius for the particular vehicle, such as vehicle
210. If distances, and of the moving vehicles within the swarm 211
exceeds the minimum distance requirement, then the computer
processor, such as 1006, waits for the next clock update as shown
in step 307. Otherwise the information about those vehicles not
satisfying the above minimum distance requirement is passed on to
speed/steering control box of the computer processor such as 1006,
at step 306 which takes appropriate action in terms of speed
adjustment or incremented automatic steering to maintain the inner
region free of any other vehicle within the swarm, such as 211, and
waits for the next clock cycle update in 307.
[0058] FIG. 4 is a flow chart 400 of a minimum distance control
method which can be implemented by the computer processor 1006 as
programmed by computer software stored in computer memory 1010; to
maintain the inner region, such as inner region 112 associated with
its primary vehicle, such as vehicle 210, free of other vehicles.
The computer processor, such as 1006, uses the distances and of all
other vehicles (such as 220, 230, 250, and 260) within its swarm
circle (such as 211) as the input for the computer processor, such
as 1006, of the primary vehicle, such as 210 and verifies at every
clock cycle through step 402 whether the inequalities
x.sub.i>r, i=1,2, . . . (1)
and
y.sub.i>r, i=1,2, . . . (2)
are all satisfied for every. Here represents the minimum distance
that must be maintained between every pair of moving vehicles. If
all the inequalities are satisfied, then step 402 leads to step 403
and the course is maintained. If the above inequalities are not
satisfied for any, then step 402 leads to step 404, where these
indices and associated vehicles are sorted out by the computer
processor 1006 in the computer memory, such as 1010 along with
their current locations. The difference and corresponding to these
identified vehicles are the excess amount by which then vehicles
encroach in to the inner region of the vehicle associated with the
computer processor, such as 1006. The locations and excess
distances by which the other vehicles have come into the inner
region of the current vehicle, such as 210, are used to decide
whether the current vehicle, such as 210, should move to the right
left, front or back by a certain amount and/or if the speed should
be adjusted by a certain amount to facilitate the changes or a
combination there of. The recommended move along with the location
information for all the vehicles, such as 220, 230, 250, and 260
within its swarm circle 211 are passed on to the a speed/steering
control of the computer processor 1006.
[0059] FIG. 5 is a flow chart 500 of a speed/steering control
method which can be implemented by the computer processor 1006 as
programmed by computer software stored in computer memory 1010.
[0060] The flow chart 500 is of a routine that enables the computer
processor, such as 1006, to perform the necessary steering control
(right, left, such as through steering control 1020 shown in FIG.
10) or motion (forward, backward, such as through forward or
backward control 1022) and/or speed adjustment (such as through
devices 1016 and 1018 of FIG. 10) to maintain the inner region,
such as 212 associated with its vehicle, such as 210, free of other
vehicles. For every clock cycle of a clock of computer processor
1006, the computer processor 1006 is programmed to check at step
501 which movements are allowed. For example if the vehicle, such
as 210, is on an inner lane on a two lane highway then obviously
"move left" is not allowed, and all other moves are acceptable so
long as its inner region, such as inner region 212, is free of
other vehicles. However if there is a vehicle on the right lane
adjacent to it, then a move to the right is also not allowed. In
that case, the computer processor 1006 slows down the vehicle 210,
by for example sending a signal to the braking device 1018 to cause
the vehicle 210 to slow down, and then moves right effectively
making the "move to the right" motion.
[0061] Steps 511-524 lists various motion steps and their
combination that may be allowed by the computer processor 1006 at
that particular clock cycle. In steps 511-524, "R" stands for
"right", "L" stands for "left", "F" stands for "forward", and "B"
stands for "backward". Depending on the allowable moves, and the
demand the computer processor 1006 uses a look up table stored in
computer memory 1010 such as table 530 to make the next move. For
example, if a "move to the right" is requested by the computer
processor 1006, and if step 519 are the only combination of moves
allowed (i.e. "F" forward or "B" backwards), then the computer
processor 1006 will slow down going backwards just enough to
execute the "move to the right" command subsequently, either in the
same clock cycle, or during the next clock cycle depending on the
vehicle speed or the primary vehicle, such as 210. If on the other
hand, the computer processor 1006 determines at step 501 that no
moves are allowed, then step 502 triggers step 503 that causes the
computer processor 1006 to communicate with the other vehicles
within its inner region, such as inner region 212, and instruct
them to move, provided such a communication link exists, such as
through transmitter/receiver 1014 of the primary vehicle, such as
vehicle 210 to another vehicle, such as vehicle 220. If not, as a
last resort, automatic sound alarms, such as alarm device 1024
(such as honking) may be generated by the computer processor 1006
to alert the other drivers.
[0062] FIG. 6 is a flow chart 600 of a method which can be
implemented by the computer processor 1006 as programmed by
computer software stored in computer memory 1010 to bring a moving
vehicle, such as vehicle 210 in FIG. 2, to a complete stop at a
red/yellow traffic light.
[0063] The flow chart 600 depicts a method or routine executed by
the computer processor 1006 as programmed by computer software
stored in the computer memory 1010 that enables the computer
processor 1006 to perform safe passage for a vehicle, such as
vehicle 210, through traffic lights. These lights may be equipped
with light sensitive infra-red or similar devices to signal the
Red/Yellow/Green lights. The onboard sensors or sensing device 1002
in FIG. 10, at step 601 detect traffic lights and measure the
current distance to the lights. If the light is green, at step 602,
the computer processor 1006 gives the go ahead to maintain the
current course. If the light is yellow, at step 603, the computer
processor 1006 requests a duration calculation at step 606. In that
case, the computer processor 1006, at step 606, computes the ratio
of the distance to traffic light to the vehicle speed of the
vehicle 210, wherein the vehicle speed may be determined by the
computer processor 1006 from the speed detector 1026. If this ratio
exceeds the yellow light duration (five seconds or other similar
number) then at step 607 the computer processor 1006 checks, such
as by seeing whether a signal already was sent to see whether
vehicle, such as 210, is already decelerating to make a stop before
the light is reached. The computer processor 1006 may determine
that the vehicle 210 is decelerating by taking one velocity or
speed from the speed detector 1026 at one time and another speed or
velocity from the detector 1026 at another time and determining
whether the vehicle 210 is accelerating or decelerating.
[0064] If the computer processor 1006 determines that the primary
vehicle, such as 210 is decelerating, no further action is taken in
this routine, if not at step 608 the computer processor 1006
initiates a routine or method to bring the primary vehicle, such as
210 to a complete stop before the traffic light is reached. If the
above ratio is less than the yellow light duration, no action is
taken and at step 605, the computer processor 1006 causes the
vehicle to maintain speed by sending the appropriate signals to
either the accelerator or the braking device 1018 as applicable.
Finally if the light is red, at step 604, the computer processor
1006 conveys that information to a procedure at step 605 where the
computer processor 1006 checks to see whether the primary vehicle,
such as 210 is already decelerating to make a stop before the light
is reached. If "Yes" no further action is taken; if no at step 608
the computer processor 1006 initiates a routine to bring the
primary vehicle, such as 210 to a complete stop before the traffic
light is reached.
[0065] FIG. 7 shows a flow chart 700 of a method which can be
implemented by the computer processor 1006 as programmed by
computer software stored in computer memory 1010 to bring a moving
vehicle, such as vehicle 210 in FIG. 2, to a complete stop at a
"STOP" sign.
[0066] The flow chart 700 describes a method or routine that
enables the computer processor 1006 of FIG. 10 to aid a vehicle,
such as vehicle 210 of FIG. 2, in getting safely through "STOP"
signs. The "STOP" signs may be equipped with special frequency
sensors. Onboard sensors of sensing device 1002 in FIG. 10 on a
vehicle, such as vehicle 210, detect the "STOP" sign and the
distance, D, to it at step 701 and the computer processor 1006, is
programmed by computer software to initiate a request or request
signal in response to sensing of the STOP sign by sensing device
1002, at step 702 to check whether the vehicle 210 is decelerating
to stop, such as checking speeds at different times provided by
speed detector 1026, before reaching the stop sign. If "yes" (the
vehicle 210 is decelerating) no further action is taken in this
routine, by the computer processor 1006 at step 704. If not, at
step 703, the computer processor 1006 initiates a routine or method
to stop the vehicle 210 within appropriate distance of the STOP
sign. The computer processor 1006 may cause the braking device 1018
to stop the vehicle 210.
[0067] FIG. 8 shows a diagram 800 illustrating a typical road
condition with several vehicles forming an active forward swarm and
moving together as a pack with each vehicle having an onboard
apparatus, similar or identical to the apparatus 1000 shown in FIG.
10, measuring the distances and velocities of all other vehicles
within its swarm circle to maintain the minimum distance
requirement.
[0068] The diagram 800 in FIG. 8 illustrates a multiple vehicle
situation where all vehicles within a closed region such as 801 are
equipped with the proposed invention so that their onboard computer
can communicate with each other generating an active forward swarm.
The diagram 800 shows road boundaries 802, 803 and the dividing
center line 804, as well as vehicles 810, 820, 830, 840 with their
respective inner regions 811, 821, 831, and 841. The onboard
computer processor each vehicle (of 810, 820, 830 and 840)
(analagous to computer processor 1006) communicate with the other
computer processors of the other vehicles (of 810, 820, 830, and
840) so that communication link 812 represents the communication
link between vehicle 810 and vehicle 820, communication link 824
represents the communication link between vehicle 820 and vehicle
840, communication link 813 represents the communication link
between vehicle 810 and vehicle 830, communication link 823
represents the communication link between vehicle 820 and vehicle
830, and communication link 814 represents the communication link
between vehicle 810 and vehicle 840.
[0069] In the case shown by FIG. 8, the vehicles 810, 820, 830, and
840 form a "forward swarm" mode, since they are travelling in
substantially the same direction, and can travel together as one
pack through the road, each of 810, 820, 830, and 840 using its own
apparatus, identical or similar to apparatus 1000 of FIG. 10, in
one or more embodiments of the present invention. The behavior of
the "forward swarm" or group of vehicles will be similar to a "pack
of wolves` traveling together, avoiding collision by maintaining a
minimum distance between all of the vehicles (810, 820, 830 and
840) using their respective onboard computer processors (analagous
to 1006) and sensing devices (analagous to 1002). If all the
vehicles are in the "forward swarm" mode as in FIG. 8, then they
are synchronized to the speed of the lead vehicle or to that of the
vehicle immediately in front of it, or the nearest vehicle in front
of it subject to the minimum distance requirement between vehicles
described earlier. In the example of FIG. 8, the vehicle 820, which
is in the "lead" in the direction in which the swarm of swarm
circle 801 is moving, is the lead vehicle. In this case, for
vehicle 810, its nearest neighbor that is ahead of it, also happens
to be the lead vehicle 820. However, for vehicle 830, the nearest
neighbor that is immediately ahead of it is vehicle 810, and
vehicle 830 may follow the lead of vehicle 810.
[0070] If there are multiple lead vehicles, then a simple protocol
or method such as the "left lane vehicle has priority in
establishing the cruising speed" is established in at least one
embodiment by the computer processor 1006 or by a combination of
computer processors analagous to 1006 of all the vehicles in the
swarm circle 801. This allows a chain of vehicles all switched to
"forward swarm" mode to travel together automatically and in
principle, the swarm circle 801 can be quite large allowing a large
number of vehicles to be part of the "forward swarm" pack. In
practice the "forward swarm" pack of vehicles should follow a
single lane when two forward lanes are available, or form a two
lane pack if more than two lanes are available for forward motion,
so that if a vehicle decides to get off the pack, it can move right
and let the pack pass or accelerate away. The single line formation
also allows the pack to move and pass other slowly moving vehicles
on the highway, or lets other fast moving vehicles get past beyond
the swarm that is cruising under the lead vehicle command.
[0071] FIG. 9 is a diagram 900 illustrating a typical road
condition with several vehicles across multiple swarms are
effectively coupled together to form a single pack. The diagram 900
shows swarm circles 910, 920, and 930. Road boundaries 951, 950,
and center dividing line 952 are also shown in FIG. 9. FIG. 9 also
shows vehicles 915, 925, 935, 945, 955, 965, 975, and 985.
Communications link 917 (between vehicle 915 and 935),
communication link 916 (between vehicle 915 and 925), communication
link 926 between vehicle 925 and 935), communication link 936
(between vehicle 935 and 945), communication link 946 (between
vehicle 945 and 955), communication link 938 (between vehicle 935
and 965), communication link 947 (between vehicle 945 and 965),
communication link 956 (between vehicle 955 and 965), communication
link 939 (between vehicle 935 and 955), communication link 967
(between vehicle 965 and 985), communication link 966 (between
vehicle 965 and 975), communication link 976 (between vehicle 975
and 985) are also shown in FIG. 9. Each of the communication links
may be between a transmitter/receiver, analagous to 1014 of FIG. 10
of one vehicle and a transmitter/receiver, analagous to 1014 of
FIG. 10 of another vehicle.
[0072] The diagram 900 illustrates a multiple vehicle situation
moving along substantially the same direction where vehicles across
overlapping swarms are coupled together to synchronize and move at
the same speed to form an "active forward swarm (AFS)". For
example, swarm or swarm circle 910 overlaps with swarm or swarm
circle 920. Vehicle 935 is in both swarm circles 910 and 920. In at
least one embodiment vehicle 935 (which is "across overlapping
swarms") is coupled or in communication with vehicle 925 (via
communication link 926) in swarm 910 and is coupled or in
communication with vehicle 945 (via communication link 936) in
swarm 920.
[0073] In addition to keeping the inner region of each vehicle,
such as vehicle 915, free of other vehicles, when the vehicles are
in the AFS mode, they synchronize their speed or velocity with
their nearest forward neighbor (forward in the direction in which
they are travelling), or the immediate lead vehicle. In this
concept, vehicle 925 has a swarm circle marked 910, vehicle 955 has
a swarm circle 920, and vehicle 975 has a swarm circle 930, wherein
the swarm circles 910 and 920 overlap, the swarm circles 920 and
930 overlap, and the swarm circles 910 and 930 do not overlap.
Vehicles 915 and 935 are within the swarm circle 910. Vehicles 935,
945 and 965 are within the swarm circle 920 of vehicle 955.
Similarly vehicles 965 and 985 are within the swarm circle 930 of
vehicle 975.
[0074] Vehicles 915, 925 and 935 within the swarm circle 910
communicate with each other using the appropriate communication
links of 916, 917 and 926. Vehicles 935, 945, 955 and 965 within
the swarm circle 920 communicate with each other using the
appropriate communication links of 936, 937, 938, 946, 947 and 956.
Similarly vehicles 965, 975 and 985 within the swarm circle 930
communicate with each other using the appropriate communication
links of 966, 977 and 976. Thus, in effect vehicle 915 in swarm
circle or region 910 is connected via communication links to
vehicle 985 in swarm circle or region 930, although those two swarm
circles or regions are not overlapping. The communication will
include each vehicle in the swarm recognizing all other vehicles
and synchronizing each vehicle speed to match their immediate lead
neighbor's speed. Thus, vehicle 955 will match the speed of its
immediate lead vehicle 945, whereas vehicle 945 will match the
speed of vehicle 935, while maintaining all other minimum distance
requirements among vehicles as described earlier. If by unavoidable
circumstances, such as vehicle 965 slowing down or getting off the
swarm, the swarm circle 930 ceases to overlap with the swarm
circles 910 and 920. In that case, the active forward swarm shrinks
to those vehicles within the tow overlapping swarm circles 910 and
920 only, and vehicles within 930 forms another swarm or eventually
may catch up with 910 and 920 forming another active forward swarm.
Similarly other vehicles can join or leave the active forward swarm
shown in FIG. 9 at any time after appropriately warning other
members in that active swarm. The active forward swarm is a dynamic
ever evolving entity that accepts and lets go moving vehicles in
and out of the swarm while moving as a pack forward and maintaining
the minimum distance requirement within each of the inner circles
of the vehicles within the swarm.
[0075] Although the invention has been described by reference to
particular illustrative embodiments thereof, many changes and
modifications of the invention may become apparent to those skilled
in the art without departing from the spirit and scope of the
invention. It is therefore intended to include within this patent
all such changes and modifications as may reasonably and properly
be included within the scope of the present invention's
contribution to the art.
* * * * *