U.S. patent application number 15/133312 was filed with the patent office on 2017-10-26 for remote interrogation and override for automated driving system.
The applicant listed for this patent is GM Global Technology Operations LLC. Invention is credited to Charles A. Green.
Application Number | 20170305423 15/133312 |
Document ID | / |
Family ID | 59929132 |
Filed Date | 2017-10-26 |
United States Patent
Application |
20170305423 |
Kind Code |
A1 |
Green; Charles A. |
October 26, 2017 |
REMOTE INTERROGATION AND OVERRIDE FOR AUTOMATED DRIVING SYSTEM
Abstract
An autonomous vehicle includes an automated driving system
configured to automatically control vehicle steering, acceleration,
and braking during a drive cycle without operator intervention. The
vehicle additionally includes a wireless communication system
configured to communicate with a remote communication device. The
vehicle further includes a controller configured to communicate
vehicle characteristics data via the wireless communication system.
The vehicle characteristics data include a vehicle status
identifier indicating automated driving system control of the
vehicle. The controller is further configured to, in response to a
remote override request from a remote communication device, command
the automated driving system to perform a minimal risk condition
maneuver to stop the vehicle.
Inventors: |
Green; Charles A.; (Canton,
MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GM Global Technology Operations LLC |
Detroit |
MI |
US |
|
|
Family ID: |
59929132 |
Appl. No.: |
15/133312 |
Filed: |
April 20, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G05D 2201/0213 20130101;
G05D 1/0022 20130101; H04W 4/80 20180201; B60W 2756/10 20200201;
B60W 2050/0094 20130101; H04W 4/46 20180201; H04W 4/44 20180201;
B60W 2556/45 20200201; B60W 2050/0089 20130101 |
International
Class: |
B60W 30/18 20120101
B60W030/18; B60W 10/20 20060101 B60W010/20; H04L 12/24 20060101
H04L012/24; H04W 4/00 20090101 H04W004/00; G05D 1/00 20060101
G05D001/00; B60W 10/04 20060101 B60W010/04; H04W 4/04 20090101
H04W004/04; B60W 10/18 20120101 B60W010/18; G05D 1/00 20060101
G05D001/00 |
Claims
1. A vehicle comprising: a propulsion system; a steering system; at
least one wheel brake; a wireless communication system configured
to communicate with a remote communication device; and at least one
controller configured to control the propulsion system, steering
system, and the at least one wheel brake according to an automated
driving system during a drive cycle, configured to communicate
vehicle data via the wireless communication system, the vehicle
data including a vehicle status identifier indicating the automated
driving system's control of the vehicle, and configured to, in
response to a remote override request from the remote communication
device, automatically perform a minimal risk condition maneuver via
the automated driving system.
2. The vehicle of claim 1, wherein the wireless communication
system includes a dedicated short range communications system.
3. The vehicle of claim 1, wherein the controller is configured to
communicate the vehicle data in response to a request from a remote
communication device.
4. (canceled)
5. The vehicle of claim 1, wherein the controller is configured to
automatically perform the minimal risk condition maneuver in
further response to receiving an authorized status of the remote
communication device.
6. The vehicle of claim 1, wherein the vehicle data additionally
includes a model identifier associated with the automated driving
system.
7. A system for controlling a vehicle, comprising: an automotive
vehicle with a propulsion system, a steering system, a wheel brake,
a wireless communication system, and at least one controller
configured to control the propulsion system, steering system, and
the wheel brake according to an automated driving system during a
drive cycle; and a remote communication device configured to
wirelessly communicate with the wireless communication system, the
remote communication device being configured to, in response to a
user input, communicate a remote override request to the wireless
communication system; wherein the at least one controller is
further configured to, in response to the remote override request,
automatically control the propulsion system, steering system, and
the wheel brake, via the automated driving system, to perform a
minimal risk condition maneuver.
8. (canceled)
9. The system of claim 7, wherein the remote communication device
is further configured to receive vehicle data from the wireless
communication system, the vehicle data including a vehicle status
identifier indicating the automated driving system's control of the
vehicle, and to present an alert in response to the vehicle status
identifier indicating the automated driving system's control of the
vehicle.
10. The system of claim 9, wherein the remote communication device
is in communication with a visual display, and wherein the alert
comprises at least one symbol on the display representing a
location of the automotive vehicle.
11. The system of claim 9, wherein the remote communication device
is further configured to communicate a data request to the wireless
communication system, the vehicle data being received based on the
data request.
12. The system of claim 9, wherein the vehicle data additionally
include a model identifier associated with the automated driving
system, and wherein the remote communication device is configured
to log a record of the remote override request and the model
identifier associated with the automated driving system.
13. The system of claim 12, further comprising an additional remote
communication device configured to, in response to the record,
communicate an additional remote override request to an additional
vehicle having an additional automated driving system with the
model identifier.
14. The system of claim 7, wherein the remote communication device
is configured to wirelessly communicate with the wireless
communication system over a dedicated short range communications
channel.
15. The system of claim 7, wherein the remote communication device
is further configured to communicate an authorized status indicator
to the wireless communication system.
16. A method of controlling a vehicle, comprising: providing a
vehicle with a propulsion system, a steering system, at least one
brake, a controller configured to control the propulsion system,
steering system, and the at least one brake according to an
automated driving system a drive cycle without operator
intervention, and a wireless communication system; controlling the
wireless communication system to communicate vehicle data including
a vehicle status identifier indicating the automated driving
system's control of the vehicle; and in response to receiving a
remote override request from a remote communication device,
controlling the automated driving system to automatically perform a
minimal risk condition maneuver.
17. The method of claim 16, wherein the wireless communication
system includes a dedicated short range communications system.
18. The method of claim 16, wherein the controlling the wireless
communication system to communicate vehicle data is in response to
a request from a remote communication device.
19. The method of claim 16, further comprising verifying an
authorized status of the remote communication device prior to
commanding the automated driving system to automatically perform
the minimal risk condition maneuver.
20. The method of claim 16, wherein the vehicle data additionally
includes a model identifier associated with the automated driving
system.
Description
TECHNICAL FIELD
[0001] The present disclosure relates to vehicles controlled by
automated driving systems, particularly those configured to
automatically control vehicle steering, acceleration, and braking
during a drive cycle without human intervention.
INTRODUCTION
[0002] The operation of modern vehicles is becoming more automated,
i.e. able to provide driving control with less and less driver
intervention. Vehicle automation has been categorized into
numerical levels ranging from Zero, corresponding to no automation
with full human control, to Five, corresponding to full automation
with no human control. Various automated driver-assistance systems,
such as cruise control, adaptive cruise control, and parking
assistance systems correspond to lower automation levels, while
true "driverless" vehicles correspond to higher automation
levels.
SUMMARY
[0003] A vehicle according to the present disclosure includes an
automated driving system ("ADS") configured to automatically
control vehicle steering, acceleration, and braking during a drive
cycle without human intervention. The vehicle additionally includes
a wireless communication system configured to communicate with a
remote communication device. The vehicle further includes a
controller configured to communicate vehicle data via the wireless
communication system. The vehicle data include a vehicle status
identifier indicating the ADS control of the vehicle.
[0004] According to various embodiments, the wireless communication
system includes a dedicated short range communications system.
[0005] According to various embodiments, the controller is
configured to communicate the vehicle data in response to a request
from a remote communication device.
[0006] According to various embodiments, the controller is further
configured to, in response to a remote override request from a
remote communication device, command the ADS to perform a minimal
risk condition maneuver. In such embodiments, the controller may be
further configured to verify an authorized status of the remote
communication device prior to commanding the ADS to perform the
minimal risk condition maneuver.
[0007] According to various embodiments, the vehicle data
additionally includes a model identifier associated with the
ADS.
[0008] A system for controlling a vehicle according to the present
disclosure includes a remote communication device. The remote
communication device is configured to wirelessly communicate with a
wireless communication system in an automotive vehicle having an
ADS configured to automatically control vehicle steering,
acceleration, and braking during a drive cycle without human
intervention. The remote communication device is configured to, in
response to a user input, communicate a remote override request to
the wireless communication system to command the ADS to
automatically perform a minimal risk condition maneuver.
[0009] According to various embodiments, the system also includes a
vehicle having an ADS configured to automatically control vehicle
steering, acceleration, and braking during a drive cycle without
human intervention, a wireless communication system, and a
controller. The controller is configured to, in response to the
remote override request, command the ADS to perform a minimal risk
condition maneuver to stop the vehicle.
[0010] According to various embodiments, the remote communication
device is further configured to receive vehicle data from the
wireless communication system. The vehicle data include a vehicle
status identifier indicating the ADS control of the vehicle. The
remote communication device is additionally configured to present
an alert in response to the vehicle status identifier indicating
ADS control of the vehicle. In such embodiments, the remote
communication device may be in communication with a visual display,
the alert may include at least one symbol on the display
representing a location of the automotive vehicle. In such
embodiments, the remote communication device may be further
configured to communicate a data request to the wireless
communication system, with the vehicle data being received based on
the data request. In such embodiments, the vehicle data may
additionally include a model identifier associated with the ADS,
and the remote communication device may be configured to log a
record of the remote override request and the model identifier
associated with the ADS. Such variants may also include an
additional remote communication device configured to, in response
to the record, communicate a remote override request to an
additional vehicle having an additional ADS with the model
identifier.
[0011] According to various embodiments, the remote communication
device is configured to wirelessly communicate with the wireless
communication system over a dedicated short range communications
channel.
[0012] According to various embodiments, the remote communication
device is further configured to communicate an authorized status to
the wireless communication system.
[0013] A method of controlling a vehicle according to the present
disclosure includes providing a vehicle with an ADS configured to
automatically control vehicle steering, acceleration, and braking
during a drive cycle without human intervention and a wireless
communication system. The method additionally includes controlling
the wireless communication system to communicate vehicle data,
including a vehicle status identifier indicating the ADS control of
the vehicle. The method further includes, in response to receiving
a remote override request from a remote communication device,
controlling the ADS to perform a minimal risk condition
maneuver.
[0014] According to various embodiments, the wireless communication
system includes a dedicated short range communications system.
[0015] According to various embodiments, the control of the
wireless communication system to communicate vehicle data is in
response to a request from a remote communication device.
[0016] According to various embodiments, the method additionally
includes verifying an authorized status of the remote communication
device prior to commanding the ADS to perform the minimal risk
condition maneuver.
[0017] According to various embodiments, the vehicle data
additionally includes a model identifier associated with the
ADS.
[0018] Embodiments according to the present disclosure provide a
number of advantages. For example, the present disclosure provides
a system and method by which a vehicle under the control of an ADS
may be pulled over by an external authority entity, such as a
manufacturer representative, ambulance, or a police officer. The
vehicle may thus be remotely removed from traffic, increase
confidence in the ADS on the part of both the external authority
entity and any passengers in the vehicle.
[0019] The above advantage and other advantages and features of the
present disclosure will be apparent from the following detailed
description of the preferred embodiments when taken in connection
with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 is a schematic representation of a first embodiment
of a system for controlling a vehicle according to the present
disclosure;
[0021] FIG. 2 is a schematic representation of a second embodiment
of a system for controlling a vehicle according to the present
disclosure; and
[0022] FIG. 3 is a flowchart illustrating an embodiment of a method
for controlling a vehicle according to the present disclosure.
DETAILED DESCRIPTION
[0023] Embodiments of the present disclosure are described herein.
It is to be understood, however, that the disclosed embodiments are
merely examples and other embodiments can take various and
alternative forms. The figures are not necessarily to scale; some
features could be exaggerated or minimized to show details of
particular components. Therefore, specific structural and
functional details disclosed herein are not to be interpreted as
limiting, but merely as a representative basis for teaching one
skilled in the art to variously employ the present invention. As
those of ordinary skill in the art will understand, various
features illustrated and described with reference to any one of the
figures can be combined with features illustrated in one or more
other figures to produce embodiments that are not explicitly
illustrated or described. The combinations of features illustrated
provide representative embodiments for typical applications.
Various combinations and modifications of the features consistent
with the teachings of this disclosure, however, could be desired
for particular applications or implementations.
[0024] Referring now to FIG. 1, a system 10 for controlling a
vehicle according to the present disclosure is shown in schematic
form. The system 10 includes an automotive vehicle 12. The
automotive vehicle 12 includes a propulsion system 14, which may in
various embodiments include an internal combustion engine, an
electric machine such as a traction motor, and/or a fuel cell
propulsion system. The automotive vehicle 12 additionally includes
a steering system 16. While depicted as including a steering wheel
for illustrative purposes, in some embodiments within the scope of
the present disclosure, the steering system 16 may not include a
steering wheel. The automotive vehicle 12 additionally includes a
plurality of vehicle wheels 18 and associated wheel brakes 20
configured to provide braking torque to the vehicle wheels 18. The
wheel brakes 20 may, in various embodiments, include friction
brakes, a regenerative braking system such as an electric machine,
and/or other appropriate braking systems.
[0025] The propulsion system 14, steering system 16, and wheel
brakes 20 are in communication with or under the control of at
least one controller 22. While depicted as a single unit for
illustrative purposes, the controller 22 may additionally include
one or more other controllers, collectively referred to as a
"controller." The controller 22 may include a microprocessor or
central processing unit (CPU) in communication with various types
of computer readable storage devices or media. Computer readable
storage devices or media may include volatile and nonvolatile
storage in read-only memory (ROM), random-access memory (RAM), and
keep-alive memory (KAM), for example. KAM is a persistent or
non-volatile memory that may be used to store various operating
variables while the CPU is powered down. Computer-readable storage
devices or media may be implemented using any of a number of known
memory devices such as PROMs (programmable read-only memory),
EPROMs (electrically PROM), EEPROMs (electrically erasable PROM),
flash memory, or any other electric, magnetic, optical, or
combination memory devices capable of storing data, some of which
represent executable instructions, used by the controller 22 in
controlling the vehicle.
[0026] The controller 22 is provided with an automated driving
system (ADS) 24 for automatically controlling the propulsion system
14, steering system 16, and wheel brakes 20 to control vehicle
acceleration, steering, and braking, respectively, without human
intervention. The ADS 24 is configured to control the propulsion
system 14, steering system 16, and wheel brakes 20 in response to
inputs from a plurality of sensors 26, which may include RADAR,
LIDAR, optical cameras, thermal cameras, ultrasonic sensors, and/or
additional sensors as appropriate.
[0027] The ADS 24 is preferably a so-called Level Four or Level
Five automation system. A Level Four system indicates "high
automation", referring to the driving mode-specific performance by
an automated driving system of all aspects of the dynamic driving
task, even if a human driver does not respond appropriately to a
request to intervene. A Level Five system indicates "full
automation", referring to the full-time performance by an automated
driving system of all aspects of the dynamic driving task under all
roadway and environmental conditions that can be managed by a human
driver. However, embodiments according to the present disclosure
may include any ADS capable of automatically performing a minimal
risk condition maneuver, as will be discussed in further detail
below.
[0028] The vehicle 12 additionally includes a wireless
communication system 28 in communication with or under the control
of the controller 22. The wireless communication system 28 is
preferably configured to communicate via a dedicated short-range
communications (DSRC) channel. DSRC channels refer to one-way or
two-way short-range to medium-range wireless communication channels
specifically designed for automotive use and a corresponding set of
protocols and standards. However, additional or alternate wireless
communications standards, such as IEEE 802.11, are also considered
within the scope of the present disclosure.
[0029] While the ADS 24 may be designed for robust operation under
a variety of operating conditions, in some situations an external
authority entity, such as a manufacturer representative, ambulance,
or a police officer, may desire that the vehicle 12 be pulled over
to the side of the road or otherwise removed from traffic. However,
when under the control of the ADS 24, the vehicle 12 may not
satisfactorily respond to typical signals indicative of a request
to pull over, such as flashing lights or sirens associated with an
emergency vehicle.
[0030] The system 10 therefore includes a remote communication
device 30 to enable an external authority entity to determine
whether the vehicle 12 is under the control of the ADS 24 and, if
so, to optionally issue a remote override request to the
vehicle.
[0031] The remote communication device 30 is configured to
wirelessly communicate using a compatible communication protocol
with that of the wireless communication system 28 of the vehicle
12, e.g. DSRC.
[0032] The wireless communication system 28 is configured to
communicate information related to the vehicle 12 and the ADS 24 to
the remote communication device 30. According to a preferred
embodiment, the wireless communication system 28 is configured to
communicate the information in response to an identification
request from the remote communication device 30. In a further
preferred embodiment, the remote communication device 30 is
configured to communicate the identification request in conjunction
with an authorization code or other authorized status signifier. In
an alternate embodiment, the wireless communication system is
configured to continuously communicate the information. In
addition, communication between the remote communication device 30
and the wireless communication system 28 may be encrypted.
Additional security features known to those skilled in the art may
also be used. The risk of unintentional or unauthorized
communication of information may thus be reduced.
[0033] In one embodiment, the remote communication device 30 is a
dedicated unit. In another embodiment, the remote communication
device is integrated into a larger vehicle-to-vehicle or
vehicle-to-infrastructure communication system.
[0034] The remote communication device 30 includes a display 32,
and is configured to display information received from the wireless
communication system 28 on the display 32. The information may
include, but is not limited to, the location of the vehicle 12, a
model number associated with the ADS 24, health information
associated with the sensors 26 and/or other vehicle components, and
other pertinent information.
[0035] The remote communication device 30 additionally includes at
least one input interface 34. In various embodiments, the input
interface 34 includes a physical button, a touch-sensitive portion
of the display 32, or other appropriate input mechanisms.
[0036] The remote communication device 30 is configured to, in
response to a user input to the input interface 34, communicate a
remote override request to the wireless communication system
28.
[0037] The controller 22 is configured to, in response to receiving
the remote override request via the wireless communication system
28, command the ADS 24 to perform an automated maneuver to achieve
a minimal risk condition. The minimal risk condition refers to a
condition in which a human user or ADS may bring a vehicle in order
to reduce a risk of collision when a given trip cannot or should
not be completed. This maneuver, which may be referred to as a
minimal risk condition maneuver, may vary depending on current
vehicle location and traffic conditions. The minimal risk condition
maneuver may include decelerating the vehicle 12 and/or bringing
the vehicle 12 to a full stop. The minimal risk condition maneuver
may entail automatically bringing the vehicle 12 to a slow or stop
within a current travel path, or it may entail a more extensive
maneuver designed to remove the vehicle 12 from an active lane of
traffic, e.g. by pulling the vehicle 12 over to a shoulder. Various
other maneuvers may be performed as part of a minimal risk
condition maneuver.
[0038] The remote communication device 30 is preferably configured
to communicate the remote override request in conjunction with an
authorization code or other authorized status signifier. Additional
security features known to those skilled in the art may also be
used. The risk of unintentional or unauthorized transmission of a
remote override request may thus be reduced.
[0039] The remote communication device 30 is also configured to, in
response to a second user input to the input interface 34,
discontinue the remote override request. This may include
communicating an override released signal to the wireless
communication system 28. In response to the discontinuation of the
remote override request, the ADS 24 may control the vehicle to
resume driving operation. Thus, if the external authority entity
determines that the remote override request is no longer necessary,
the ADS may control the vehicle to continue a previous trip.
[0040] Referring now to FIG. 2, a second embodiment of a system 10'
for controlling a vehicle is shown. The system 10' includes a
remote communication device 30'. The remote communication device
30' is preferably configured generally similar to the remote
communication device 30 as shown in FIG. 1 and discussed above.
[0041] The remote communication device 30' is in communication with
at least one remote server 36. In a preferred embodiment, the
remote communication device 30' is configured to wirelessly
communicate with the server 36, e.g. via cellular data
communication or other appropriate wireless communication
protocols.
[0042] The remote communication device 30' is configured to
communicate at least a portion of data received from a vehicle
wireless communication device to the server 36. The server 36
includes at least one computer readable storage device 38. The
server 36 may include a microprocessor or central processing unit
(CPU) in communication with the computer readable storage device.
The computer readable storage device 38 is provided with data 40,
e.g. in the form of one or more databases, including information
about a plurality of vehicles, operators, and/or ADS models. The
data 40 preferably includes a cumulative number of remote override
events associated with various ADS models. The data 40 may also
include other information such as an insurance database and/or an
operator's license database. In a preferred embodiment, the remote
communication device 30' may both read and write to the data 40,
e.g. to log a remote override event and an associated ADS model
identifier. The ADS model identifier may include various
characteristics related to and/or usable to identify a particular
ADS, such as software version numbers associated with at least one
ADS module, a listing of components cooperating with the ADS,
and/or a model of the vehicle under ADS control.
[0043] A plurality of additional remote communication devices 30''
are also in communication with the server 36. The additional remote
communication devices 30'' are configured to receive information
from the server 36, e.g. by accessing the databases 38 or by having
information "pushed" from the server 36 to the additional remote
communication devices 30''.
[0044] In a preferred embodiment, in response to the server 36
logging a number of incidents associated with an ADS model number
exceeding a calibrated incident threshold, the server 36
communicates a model-wide remote override request to the remote
communication device 30' and the additional remote communication
devices 30''. In response to the model-wide remote override
request, the remote communication device 30' and the additional
remote communication devices 30'' will communicate a remote
override request to any detected vehicle having an ADS having the
model identifier associated with the model-wide remote override
request. In response to a model-wide remote override request,
vehicles having an ADS having the relevant model identifier may be
disabled until a repair condition is satisfied, e.g. manufacturer
refurbishment of the vehicle, software update of the ADS, or other
appropriate diagnostic service.
[0045] Referring now to FIG. 3, a method of controlling a vehicle
according to the present disclosure is illustrated in flowchart
form. The method begins at block 100.
[0046] A vehicle having an ADS is being operated under ADS control,
as illustrated at block 102. An authorized device external to the
vehicle communicates an identification request to the vehicle, as
illustrated at block 104. The authorized device may be, for
example, a remote communication device similar to that shown in
FIG. 1 and discussed above. The identification request may be
transmitted in an encrypted communication and/or communicated in
conjunction with an authorization code indicating authorized user
status, as illustrated at block 106.
[0047] In response to the identification request, the vehicle
communicates a status identifier indicating that the vehicle is
under ADS control, as illustrated at block 108. The vehicle may
also communicate additional vehicle characteristics such as an ADS
model identifier and/or vehicle health information, as illustrated
at block 110.
[0048] If desired, the authorized device may communicate a remote
override request to the vehicle, as illustrated at block 112. In
response to the remote override request, the ADS controls the
vehicle to automatically execute a minimal risk condition maneuver,
as illustrated at block 114. As discussed above, the minimal risk
condition maneuver refers to a maneuver by which the ADS brings to
a condition in order to reduce a risk of collision when a given
trip cannot or should not be completed.
[0049] The remote communication device may then log the remote
override request with the server, along with the ADS model
identifier associated with the remote override request, as
illustrated at block 116. A determination is then made, e.g. on the
server, of whether a cumulative number of remote override requests
associated with the ADS model identifier exceeds a predefined
threshold, as illustrated at operation 118.
[0050] If the determination of operation 118 is positive, i.e. the
cumulative number of remote override requests does exceed the
threshold, then a model-wide remote override request is
communicated to multiple remote communication devices, as
illustrated at block 120. In response to the model-wide remote
override request, the multiple remote communication devices may
issue remote override requests to any identified vehicles having an
ADS with the associated model identifier. Thus, operation of
vehicles having an ADS with the associated model identifier may be
overridden until appropriate diagnostic action has been performed.
Control then proceeds to operation 122.
[0051] If the determination of operation 118 is negative, i.e. the
cumulative number of remote override requests does not exceed the
threshold, then control proceeds directly to operation 122.
[0052] As illustrated at operation 122, a determination is made of
whether it is desirable to release the ADS from the remote override
request. This may include a determination of whether diagnostic
action of the vehicle or of the ADS is required.
[0053] If the determination of operation 122 is negative, i.e. it
is not desirable to release the ADS from the remote override
request, then the ADS is maintained in the remote override
condition, as illustrated at block 124. The method ends at block
126.
[0054] If the determination of operation 122 is positive, i.e. it
is desirable to release the ADS from the remote override request,
then the remote override request is discontinued, as illustrated at
block 128. This may be performed, for example, via a second user
input to the remote communication device as discussed above. The
method ends at block 126.
[0055] Variations of the above are, of course, possible. As an
example, an emergency vehicle such as a police vehicle, ambulance,
or fire truck may be configured to transmit a remote override
request to all ADS-controlled vehicles when responding to
emergencies, e.g. when a siren is active. Thus, any vehicles under
the control of an ADS system may automatically execute a minimal
risk condition maneuver to make way for the emergency vehicle.
Notably, these emergency overrides would not be logged with the
server.
[0056] As may be seen, systems and methods according to the present
disclosure enable an external authority entity to identify a
vehicle under the control of an ADS and, if desired, cause the ADS
to automatically execute a minimal risk condition maneuver. Thus,
the external authority entity may remove a vehicle from traffic
when appropriate. Moreover, if appropriate, all vehicles including
the particular model of ADS may be overridden until diagnostic
action has been performed.
[0057] The processes, methods, or algorithms disclosed herein can
be deliverable to/implemented by a processing device, controller,
or computer, which can include any existing programmable electronic
control unit or dedicated electronic control unit. Similarly, the
processes, methods, or algorithms can be stored as data and
instructions executable by a controller or computer in many forms
including, but not limited to, information permanently stored on
non-writable storage media such as ROM devices and information
alterably stored on writeable storage media such as floppy disks,
magnetic tapes, CDs, RAM devices, and other magnetic and optical
media. The processes, methods, or algorithms can also be
implemented in a software executable object. Alternatively, the
processes, methods, or algorithms can be embodied in whole or in
part using suitable hardware components, such as Application
Specific Integrated Circuits (ASICs), Field-Programmable Gate
Arrays (FPGAs), state machines, controllers or other hardware
components or devices, or a combination of hardware, software and
firmware components. Such example devices may be on-board as part
of a vehicle computing system or be located off-board and conduct
remote communication with devices on one or more vehicles.
[0058] As previously described, the features of various embodiments
can be combined to form further embodiments of the invention that
may not be explicitly described or illustrated. While various
embodiments could have been described as providing advantages or
being preferred over other embodiments or prior art implementations
with respect to one or more desired characteristics, those of
ordinary skill in the art recognize that one or more features or
characteristics can be compromised to achieve desired overall
system attributes, which depend on the specific application and
implementation. These attributes can include, but are not limited
to cost, strength, durability, life cycle cost, marketability,
appearance, packaging, size, serviceability, weight,
manufacturability, ease of assembly, etc. As such, embodiments
described as less desirable than other embodiments or prior art
implementations with respect to one or more characteristics are not
outside the scope of the disclosure and can be desirable for
particular applications.
[0059] While exemplary embodiments are described above, it is not
intended that these embodiments describe all possible forms
encompassed by the claims. The words used in the specification are
words of description rather than limitation, and it is understood
that various changes can be made without departing from the spirit
and scope of the disclosure. As previously described, the features
of various embodiments can be combined to form further embodiments
of the invention that may not be explicitly described or
illustrated. While various embodiments could have been described as
providing advantages or being preferred over other embodiments or
prior art implementations with respect to one or more desired
characteristics, those of ordinary skill in the art recognize that
one or more features or characteristics can be compromised to
achieve desired overall system attributes, which depend on the
specific application and implementation. These attributes can
include, but are not limited to cost, strength, durability, life
cycle cost, marketability, appearance, packaging, size,
serviceability, weight, manufacturability, ease of assembly, etc.
As such, embodiments described as less desirable than other
embodiments or prior art implementations with respect to one or
more characteristics are not outside the scope of the disclosure
and can be desirable for particular applications.
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