U.S. patent application number 17/582226 was filed with the patent office on 2022-05-12 for autonomous vehicle mode regulator.
The applicant listed for this patent is Arnold Chase, William Chase. Invention is credited to Arnold Chase, William Chase.
Application Number | 20220147043 17/582226 |
Document ID | / |
Family ID | 1000006096490 |
Filed Date | 2022-05-12 |
United States Patent
Application |
20220147043 |
Kind Code |
A1 |
Chase; Arnold ; et
al. |
May 12, 2022 |
AUTONOMOUS VEHICLE MODE REGULATOR
Abstract
An autonomous vehicle mode regulator system and method comprise
transmitting authorization signals from autonomous driving
infrastructure on a roadway to a controller module to authorize or
inhibit operation of a vehicle in different levels of automation.
The controller module controls the level of automation under which
the autonomous driving system of the vehicle operates based on the
signals received from the autonomous driving infrastructure. In
this regard, the controller module can prevent the autonomous
driving system of the vehicle from operating in certain levels of
automation unless appropriate authorizations signals are received.
Similarly, the controller module can permit or even require
operation of the vehicle in certain levels of automation upon
receipt of certain authorization signals. Still further, the
controller module can inhibit or disengage operation of a vehicle
in certain levels of automation upon receipt of signals from
autonomous driving infrastructure associated with certain driving
hazards on the roadway.
Inventors: |
Chase; Arnold; (West
Hartford, CT) ; Chase; William; (Avon, CT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Chase; Arnold
Chase; William |
West Hartford
Avon |
CT
CT |
US
US |
|
|
Family ID: |
1000006096490 |
Appl. No.: |
17/582226 |
Filed: |
January 24, 2022 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
16056017 |
Aug 6, 2018 |
11231709 |
|
|
17582226 |
|
|
|
|
62541148 |
Aug 4, 2017 |
|
|
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G08G 1/096725 20130101;
G08G 1/0116 20130101; G05D 2201/0213 20130101; B60W 50/082
20130101; G08G 1/096783 20130101; G05D 1/0088 20130101; B60W 50/12
20130101; B60W 2050/0295 20130101; G08G 1/0967 20130101; G05D
1/0061 20130101; B60W 2050/0297 20130101; B60W 50/029 20130101;
G08G 1/09675 20130101 |
International
Class: |
G05D 1/00 20060101
G05D001/00; B60W 50/029 20060101 B60W050/029; G08G 1/0967 20060101
G08G001/0967; G08G 1/01 20060101 G08G001/01; B60W 50/08 20060101
B60W050/08; B60W 50/12 20060101 B60W050/12 |
Claims
1. An Autonomous Vehicle Mode Regulator (AVMR) comprising: a
controller module adapted to wirelessly receive authorization
and/or control signals from autonomous driving infrastructure;
wherein the controller module is operatively connected to an
autonomous driving system of a vehicle adapted to operate in
different levels of automation; wherein the controller module
controls the level of automation under which the autonomous driving
system of the vehicle operates based on the signals received from
the autonomous driving infrastructure.
2. The AVMR according to claim 1, wherein the signals received from
the autonomous driving infrastructure indicate the level of
automation under which the vehicle is permitted or is required to
operate.
3. The AVMR according to claim 1, wherein the signals received from
the autonomous driving infrastructure indicate driving conditions,
including weather, road conditions, traffic or accidents.
4. The AVMR according to claim 1, wherein the level of authorized
automation is defined by a government agency, including the
Department of Transportation or the National Highway Traffic Safety
Administration in the United States.
5. The AVMR according to claim 1, wherein the controller module
comprises a switch that controls the level of automation under
which the autonomous driving system of the vehicle operates.
6. The AVMR according to claim 1, wherein the controller module
comprises a programmable logic device.
7. The AVMR according to claim 1, wherein the controller module
prevents manual control of the level of automation under which the
autonomous driving system of the vehicle operates.
8. The AVMR according to claim 2, wherein the controller module
prevents the autonomous driving system of the vehicle from
operating in one or more of the different levels of automation upon
receiving signals from autonomous driving infrastructure indicating
that only certain levels of automation are permitted.
9. The AVMR according to claim 2, wherein the controller module
controls the autonomous driving system of the vehicle to operate in
one or more of the different levels of automation upon receiving
signals from autonomous driving infrastructure indicating that a
certain level of automation is required.
10. The AVMR according to claim 3, wherein the controller module
prevents the autonomous driving system of the vehicle from
operating in one or more of the different levels of automation upon
receiving signals from autonomous driving infrastructure indicating
dangerous driving conditions.
11. The AVMR according to claim 1, wherein the controller module
receives a signal from the autonomous driving system indicating an
operational status of the vehicle, including failure of one of a
plurality of operational systems.
12. The AVMR according to claim 11, wherein the controller module
controls the level of automation under which the autonomous driving
system of the vehicle operates based on the signal received from
the autonomous driving system indicating the operational status of
the vehicle.
13. The AVMR according to claim 11, wherein the controller module
prevents the autonomous driving system of the vehicle from
operating in one or more of the different levels of automation upon
receiving the signal from the autonomous driving system indicating
failure of one of a plurality of operational systems.
14. A method of regulating an operational mode of an autonomous
vehicle, comprising the steps of: wirelessly receiving signals from
autonomous driving infrastructure; communicating with an autonomous
driving system of a vehicle adapted to operate in different levels
of automation; controlling the level of automation under which the
autonomous driving system of the vehicle operates based on the
signals received from the autonomous driving infrastructure.
15. The method according to claim 14, wherein the signals received
from the autonomous driving infrastructure indicate the level of
automation under which the vehicle is permitted or is required to
operate.
16. The method according to claim 14, wherein the signals received
from the autonomous driving infrastructure indicate driving
conditions, including weather, road conditions, traffic or
accidents.
17. The method according to claim 14, wherein the level of
automation is defined by a government agency, including the
Department of Transportation or the National Highway Traffic Safety
Administration in the United States.
18. The method according to claim 14, further comprising the step
of: preventing manual control of the level of automation under
which the autonomous driving system of the vehicle operates.
19. The method according to claim 15, further comprising the step
of: preventing the autonomous driving system of the vehicle from
operating in one or more of the different levels of automation upon
receiving signals from autonomous driving infrastructure indicating
that only certain levels of automation are permitted.
20. The method according to claim 15, further comprising the step
of: controlling the autonomous driving system of the vehicle to
operate in one or more of the different levels of automation upon
receiving signals from autonomous driving infrastructure indicating
that a certain level of automation is required.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. Application No.
16/056,017, filed Aug. 6, 2018, which claims the benefit under 35
U.S.C. .sctn. 119(e) of U.S. Provisional Application No.
62/541,148, filed Aug. 4, 2017, each of which is incorporated
herein by reference in its entirety.
TECHNICAL FIELD OF THE INVENTION
[0002] The present invention generally relates to augmenting the
operation of autonomous vehicles, and more particularly relates to
a system and method for automatically controlling the activation
and deactivation of autonomous operation of vehicles capable of
operating in both autonomous and manual modes.
BACKGROUND OF THE INVENTION
[0003] Many companies are developing autonomous vehicles for
commercial and personal use on existing roadways for a variety of
applications, including but not limited to personal taxi services,
delivery services, or the like. In accordance with the present
invention, an autonomous vehicle is a vehicle capable of operating
without a human driver. Such vehicles can be designed to operate
utilizing an onboard computer and a system of sensors designed to
operate the vehicle in the same manner as if there were a human
operator.
[0004] Existing autonomous vehicles have many limitations due to
the early developmental stage of the technology. In general, such
vehicles can maneuver in existing traffic conditions, and generally
operate from a Point A to a Point B utilizing existing sensors and
satellite guidance technology. Such vehicles may be preprogrammed
with a pick-up location and a drop-off location, or may be switched
between a manual operational mode and an autonomous operational
mode, sometimes during the course of travel.
[0005] Current autonomous vehicles in development and testing stage
generally utilize multiple systems to operate the vehicle. First, a
standard GPS system is used to plan a route for the vehicle. Taking
into account the starting point and the destination for a trip, the
GPS system determines the best path. However, autonomous vehicles
also need a system to recognize dynamic conditions along the path
during operation of the vehicle. Such a system may be referred to
as a differential GPS system, which utilizes an array of
technologies, such as cameras, sensors, radar, LIDAR and lasers to
provide a three-dimensional view around the vehicle during
operation. Such a system can keep track of other cars around the
vehicle, detect obstacles or hazards around the car or in the road
up ahead, determine the location of the edge of the road, upcoming
turns, hills or descents, and assess general road conditions ahead,
behind and around the vehicle. Autonomous vehicles also require a
centralized system within the car to process the information
provided from the GPS system, the differential GPS system. And
other sensors provided on the vehicle, and utilize the processed
information to operate the vehicle. Such a system commonly utilizes
a Computer Area Network (CAN) Bus.
[0006] Non-autonomous vehicles also utilize similar technology to
back-up a human driver. For example, cars have used various forms
of cruise control for decades. More recently, cars have been
equipped with systems that will autonomously parallel park the car.
Many modern cars are now equipped with systems that assist the
driver when the car begins to drift out of its lane on the highway,
or brake the car if it is getting too close to the car in front of
it, or alert the driver if there is a stopped vehicle, a
pedestrian, or an object in the road ahead.
[0007] While much work has been done to develop visual, LIDAR,
radar, and other technologies to allow vehicles, be they autonomous
or quasi-autonomous, the capability to more reliably handle
required navigation tasks, these efforts have been frustrated by
limitations in the existing technologies used to operate autonomous
vehicles, including the inability of prior art systems to reliably
function in adverse conditions, such as during periods of inclement
weather (e.g., rain, fog, frozen precipitation, high winds, etc.);
when exposed to reflections from bright sunlight; when operating in
improperly lit sections of roadway; or when potentially inhibited
by objects in the road, such as debris or piles of leaves that can
physically cover or mask traditional roadway markings, the edge of
the road, or by wear or damage to the roadway itself, let alone
overcoming the inevitable fading and deterioration of painted
roadway markings or other identifiers typically utilized by
cameras, lasers, radar, LIDAR and the like to process dynamic
conditions of the road. Additionally, the cameras and sensors on an
autonomous vehicle could occasionally be covered or blocked, such
as by dirt or snow, or may be malfunctioning through ordinary wear
or accident, thereby requiring a back-up system to ensure safe and
efficient operation of the vehicle.
[0008] At the present, autonomous vehicle capability is nearing
NHTSA level 3/SAE level 4 levels, which means they are on the cusp
of, or are now capable of fully autonomous driving capability.
However, there is a significant disconnect between having the
capability to allow fully autonomous driving capabilities and the
propriety of doing so in all areas or under all circumstances.
While at the present, full autonomous technology may be appropriate
for use on limited access highways and/or during other "optimum" or
"testing" situations, the technology has not matured enough to the
point where it is necessarily safe or appropriate enough for an
autonomous vehicle to be able to operate at times in a full
autonomous mode even in those "optimum" scenarios. For example,
during periods of limited visibility or snow-covered roadway
conditions, or during operation on gravel, dirt or other unpaved
roads, or other atypical conditions, given these circumstances, the
use of full autonomous modes should be dynamically regulated to
prevent vehicles from operating beyond their inherent autonomous
capability. Just as with "driven" vehicles that are capable of
operating at speeds more than double the posted speed limits, the
signs are posted to limit the driven operation of motor vehicles to
a level lower then their ultimate capabilities. Accordingly, what
is needed is a system for operation of autonomous and
quasi-autonomous vehicles that can limit, or at least control use
of, the capabilities of such vehicles when not specifically deemed
appropriate by a governing body.
[0009] The overall projected transition time from the present
nearly 100% "driven"/0% fully autonomous operational mix to a
nearly 100% fully autonomous/0% driven mix is estimated to be about
20 years. It is anticipated that this transition period will
encompass several different "phases", in which certain travel lanes
and roadway infrastructure will transition from exclusive use by
driven vehicles into a shared driven/autonomous usage condition,
and finally into exclusive autonomous roadway usage wherein driven
vehicles will be entirely prohibited from operation on certain
roadways, just as currently certain motor vehicles that cannot
attain proper highway speeds are prohibited from operating on
limited access highways.
[0010] The "shared usage" time period is inherently the most
dangerous one in that both types of vehicles will be on the same
roadways sharing travel lanes, yet the autonomous vehicles may have
the capability to continuously communicate with one another through
Vehicle-to-Vehicle (V2V) means to coordinate their speeds and
decision making, yet the driven vehicles will be responding only to
the input of a driver (and still susceptible to human error).
During this time frame, vehicles will increasingly possess full
autonomous capability, but will not immediately have either the
legal or infrastructure support to allow that capability to be
fully used.
[0011] At present, because the technology of autonomous vehicles
and the corresponding laws regarding their usage have not
progressed sufficiently, said autonomous capabilities have, in many
cases, been prohibited from being utilized at all. For those
vehicles that possess some level of autonomous capability, a
positive action by a driver is required in order to place an
autonomously-capable vehicle into a partial or fully-autonomous
operating mode. Where available, the decision to switch a vehicle
into an autonomous driving mode is nevertheless subject to constant
human misjudgments as to the appropriateness of doing so under
certain conditions. Ironically, times of driver impairment when
autonomous vehicle operation would be potentially the most helpful
are also those times when the ability of a driver to make a proper
decision to engage such a mode is also impaired.
[0012] A driver's decision whether or not to activate a fully
autonomous driving mode will only become more complex in the future
as, for example: [0013] 1) The number of autonomous vehicles on the
road increases; [0014] 2) Certain portions of the roadway
infrastructure evolve to be more compatible with autonomous
vehicles (such as being equipped with Vehicle-to-Infrastructure
(V2I) equipment); [0015] 3) Certain portions of the roadway
infrastructure become approved for full autonomous vehicular
operation; and [0016] 4) The capabilities of autonomous vehicles
evolve.
[0017] Accordingly, there is a need for an improved system for the
operation of autonomous and quasi-autonomous vehicles on roadways
where such vehicles are sharing the road with other autonomous and
quasi-autonomous vehicles, as well as manually-driven vehicles. For
example, for travel lanes that have been exclusively dedicated to
autonomous vehicle operation, there needs to be a means of
automatically enabling and engaging autonomous modes for those
vehicles that possess said capability, while preventing those
vehicles that lack such capability from even entering said travel
lanes to ensure that all of the autonomous-capable vehicles that
operate in the exclusive autonomous vehicle travel lanes do so only
in a full-autonomous mode. In this regard, there needs to be a more
objective rather than subjective means for enabling a vehicle to
operate autonomously. There likewise needs to be an objective means
for disabling vehicles from autonomous or quasi-autonomous modes,
especially in consideration of weather conditions, roadway
conditions, accidents or dangers on the roadway, and roadwork or
high traffic on the roadway that may affect safe autonomous
operation of vehicles. While presently various levels of vehicular
autonomy may be legal only with the continuous oversight of a
driver, as the technology and the laws start allowing unsupervised
fully autonomous driving modes to be selected, an automatic means
for preventing the inappropriate selection and use of such fully
autonomous vehicular capability needs to be employed. Thus, there
is a need for a system that utilizes information or instructions
obtained and/or received from roadway infrastructure on a roadway
that will assist in the safe and efficient operation of autonomous
vehicles.
SUMMARY OF THE INVENTION
[0018] The present application is directed to an Autonomous Vehicle
Mode Regulator (AVMR) system and method for regulating an
operational mode of an autonomous vehicle on a roadway.
[0019] In an embodiment of the present invention, an AVMR comprises
a controller module adapted to wirelessly receive signals from
autonomous driving infrastructure. The controller module is
operatively connected to an autonomous driving system in a vehicle
adapted to operate in different levels of automation. The
controller module controls the level of automation under which the
autonomous driving system of the vehicle operates based on the
signals received from the autonomous driving infrastructure.
[0020] In some embodiments, the signals received from the
autonomous driving infrastructure indicate the level of automation
under which the vehicle is permitted or is required to operate.
Similarly, in some embodiments, the controller module controls the
autonomous driving system of the vehicle to operate in one or more
of the different levels of automation upon receiving signals from
autonomous driving infrastructure indicating that a certain level
of automation is permitted or required for a roadway or designated
travel lane.
[0021] In preferred embodiments, the present invention is designed
to automatically prohibit the engagement of "full", "quasi" and/or
unsupervised autonomous vehicle operation (i.e., unsupervised
acceleration, braking, and steering autonomous driving modes)
unless the system receives an implicit hardware approval of said
operation, for example, by a governing authority, as transmitted to
the AVMR via autonomous driving infrastructure. Just as a driven
vehicle is not allowed to proceed in the presence of a red traffic
signal, an AVMR in accordance with preferred embodiments of the
present invention, would lockout the ability of a driver to
manually select and engage any autonomous mode, and especially a
full autonomous mode, without the presence of said authorization
signal.
[0022] In accordance with embodiments of the present invention,
only those roadways, or portions thereof, that have been previously
deemed acceptable for autonomous vehicle operation would be
equipped with autonomous driving infrastructure or various hardware
means to communicate authorization signals to the vehicles
operating on them permitting autonomous operation of vehicles on
such roadways, or portions thereof. The authorization signaling
means could employ either a proprietary AVMR signaling system,
elements of a V2I infrastructure, or any number of other signaling
methods commonly known in the art. Preferably, such authorization
signals are wirelessly transmitted to vehicles equipped with
appropriate AVMR equipment.
[0023] The present invention is especially useful for the initial
adoption phase of autonomous vehicular transition where roadways
will include a mix of fully autonomous, quasi-autonomous and
manually-driven vehicles. The present invention will also be useful
for transitional phases where certain travel lanes will be
designated for exclusive autonomous vehicular operation or
restricted for such autonomous operation. Infrastructure associated
with such travel lanes can be used to regulate operational modes
for vehicles travelling on the roadway in accordance with the
present invention.
[0024] In some embodiments, the controller module prevents manual
control of the level of automation under which the autonomous
driving system of the vehicle operates. Similarly, in some
embodiments, the controller module prevents the autonomous driving
system of the vehicle from operating in one or more of the
different levels of automation upon receiving signals from
autonomous driving infrastructure indicating that only certain
levels of automation are permitted on the roadway or in certain
travel lanes, or that certain levels of automation are specifically
restricted on the roadway or certain travel lanes. Equally
importantly, just as many present roadways are equipped with
dynamically variable speed limit signs that have the capability to
lower the posted speed limits in the presence of an accident or
less than ideal traffic conditions, or during adverse weather
conditions, roadways approved for modes of autonomous operation
would include infrastructure and hardware with the capability to
dynamically rescind this authorization for a multitude of safety or
operational reasons. Thus, an AVMR in accordance with the present
invention would similarly limit (albeit preferably in an automatic
dynamic fashion) the capabilities of an autonomous vehicle when not
specifically deemed appropriate by a governing body, such as when
an accident occurs on the roadway, where there is high traffic
volume or undesirable traffic conditions, where there are unsafe
roadway conditions, or where there is adverse weather
conditions.
[0025] In another embodiment of the present invention, a method of
regulating an operational mode of an autonomous vehicle comprises
wirelessly receiving signals from autonomous driving
infrastructure, communicating with an autonomous driving system of
a vehicle adapted to operate in different levels of automation, and
controlling the level of automation under which the autonomous
driving system of the vehicle operates based on the signals
received from the autonomous driving infrastructure.
[0026] In some embodiments, the method of regulating an operational
mode of an autonomous vehicle comprises preventing manual selection
of the level of automation under which the autonomous driving
system of the vehicle operates.
[0027] In some embodiments, the method of regulating an operational
mode of an autonomous vehicle comprises preventing the autonomous
driving system of the vehicle from operating in one or more of the
different levels of automation upon receiving signals from
autonomous driving infrastructure indicating that only certain
levels of automation are permitted.
[0028] In some embodiments, the method of regulating an operational
mode of an autonomous vehicle comprises controlling the autonomous
driving system of the vehicle to operate in one or more of the
different levels of automation upon receiving signals from
autonomous driving infrastructure indicating that a certain level
of automation is required.
[0029] In some embodiments of the present invention, the levels of
automation that are permitted and/or restricted on a roadway or
certain designated travel lanes are defined by a government agency,
including the Department of Transportation or the National Highway
Traffic Safety Administration in the United States.
[0030] Objects, features and advantages of the present invention
will become apparent in light of the description of embodiments and
features thereof, as enhanced by the accompanying figures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0031] FIGS. 1A and 1B illustrate side and top schematic views,
respectively, of a first aspect of an autonomous vehicle mode
regulator system in accordance with the present invention involving
the exchange of instructions between autonomous driving
infrastructure and vehicles.
[0032] FIG. 2 provides a general schematic illustrating the
interaction between the autonomous vehicle mode regulator system in
accordance with the present invention and autonomous driving
infrastructure.
[0033] FIG. 3 provides a schematic illustrating the flow of enable
and disable commands to the autonomous vehicle mode regulator
system in accordance with the present invention.
[0034] FIG. 4 provides a general schematic illustrating the
interaction between the autonomous vehicle mode regulator system,
equipped with an "Enable Switch" in accordance with the present
invention, and autonomous driving system of a vehicle.
[0035] FIG. 5 provides a general schematic illustrating the
disabling of the autonomous driving system of a vehicle based on
signals received from autonomous driving infrastructure restricting
use of certain levels of automation in accordance with the present
invention.
[0036] FIG. 6 provides a general schematic illustrating the
interaction between an autonomous vehicle mode regulator system in
accordance with an alternate embodiment of the present invention
and autonomous driving infrastructure.
DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION
[0037] Exemplary embodiments of an autonomous vehicle mode
regulator system in accordance with the present invention are
illustrated in FIGS. 1 and 2, and generally designated by reference
numeral 100. The autonomous vehicle mode regulator system 100 is
adapted to work in connection with autonomous driving
infrastructure, generally illustrated in FIGS. 1 and 2 as post 112,
which is positioned near a roadway or travel lane to transmit
authorization instructions and signals to passing vehicles.
Referring to FIG. 3, the autonomous vehicle mode regulator system
100 is adapted to receive a variety of mode commands for enabling
or disabling levels of autonomous operation for a vehicle 110
equipped with appropriate systems and hardware for autonomous,
quasi-autonomous, selective autonomous, and manual-driven
operation, including, as illustrated, signals received from
autonomous driving infrastructure 112 (such as, implicit
infrastructure autonomous mode commands, infrastructure autonomous
mode usage allowance and ambient condition mode override), or from
the vehicle 110 (such as, critical vehicle system failure
detection, or vehicle operator autonomous mode request). The use of
the system 100 for controlling or inhibiting use and operation of
the autonomous levels of the vehicle 110 is described in more
detail below.
[0038] As shown, an autonomous vehicle 110 is equipped with mode
regulator hardware, general designated by reference numeral 120,
and which preferably includes a controller module 122 and a
receiver 124. As illustrated in FIG. 2, the controller module 122
of the mode regulator hardware 120 preferably includes a CAN Bus
126 disposed on the vehicle 110, which communicates with or
includes a processor 128 handling autonomous operation of the
vehicle 110 in combination with the vehicle's autonomous driving
system 130, which generally includes various operating systems, GPS
system, differential GPS system, and the like, generally
represented as reference numeral 130. The controller module 122
also includes an Enable Switch 132 which can be engaged upon
receipt of an authorization signal from autonomous driving
infrastructure 112 on a roadway permitting the vehicle 110 to be
switched into an autonomous operation mode, or disengaged to
inhibit operation of the vehicle 110 in autonomous operation modes
upon receipt of signals indicating that such autonomous operational
modes are not permitted for the vehicle 110 on the roadway. The
controller module 122 can also include a programmable logic device
134 in connection with the CAN Bus 126 for control of the
autonomous driving system 130 based on signals received from
autonomous driving infrastructure 112 on a roadway indicating
permissible or restricted modes of operation for the roadway.
[0039] Preferably, the receiver 124 of the mode regulator hardware
120 is located on the vehicle 110 in a position where it can pick
up transmissions from autonomous driving infrastructure located on
a roadway, such as post 112 illustrated in FIGS. 1 and 2. As
illustrated in FIG. 1, a receiver 124 is located on the front of
the vehicle 110 for illustration purposes. The receiver 124 can be
positioned elsewhere on the vehicle 110 without departing from the
spirit and principles of the present invention, such as on the
back, underside, or roof of the vehicle 110. Still further, the
vehicle 110 can use a network of receiver devices 124 positioned
around the vehicle 110 so as to enhance the vehicle's ability to
pick up signals from autonomous driving infrastructure 112
regardless of the vehicle's speed or location to a roadway, traffic
congestion, weather conditions, or the like. So, for example, a
vehicle 110 could include a front receiver and a rear receiver,
both of which provide signals to the controller module 122 before
being sent to the CAN Bus 126 and programmable logic 134 to adjust
or maintain operation of the vehicle 110.
[0040] The autonomous driving infrastructure 112 generally includes
a transmitter 136, which directs authorization signals to vehicles
110 to regulate and control autonomous operation of such vehicles
110. In this regard, the infrastructure 112 can comprise a post, a
sign, a street light, a traffic signal, a guardrail, a tool booth,
structure mounted to buildings, or the like. As illustrated in
FIGS. 1 and 2, a post 112 having a transmitter 136 is positioned on
the side of a roadway and transmits wireless signals to passing
vehicles 110. Alternatively, infrastructure components can be
associated with individual travel lanes, such as on a multi-lane
highway, and be positioned accordingly to provide authorization
signals to vehicles 110 travelling in particular travel lanes. The
infrastructure 112 could employ a proprietary mode regulator
signaling system for transmitting instructions to passing vehicles
110, which signaling system can be dynamically programmed based on
road, weather and traffic conditions or patterns. Alternatively,
the infrastructure 112 could comprise elements of a
Vehicle-to-Infrastructure system or other roadway-to-vehicle
signaling means, proving one-way or even two-way communications to
exchange pertinent travel and safety information.
[0041] In accordance with the present invention, the signals
transmitted from the autonomous driving infrastructure 112 can
either enable said vehicles 110 to operate in certain levels of
automation, or restrict autonomous operation of vehicles 110. The
autonomous driving infrastructure 112 is preferably located
proximate a roadway, or even a specific travel lane, so that
traffic in said roadway or in said specific travel lane can be
precisely controlled. Thus, for example, if a roadway has a
designated travel lane for autonomous operation only, the
infrastructure 112 can be situated at the start of a restriction
zone of said travel lane and send instructions to a vehicle 110
that permit enabling of an autonomous operational mode in the
vehicle 110, which thereby would permit the vehicle 110 from
travelling in the dedicated autonomous travel lane. Similarly,
signals could be sent to vehicles 110 without autonomous operation
capability to ensure that such vehicles 110 do not enter into any
travel lane designated for full autonomous vehicles only. Further,
autonomous driving infrastructure 112 could be positioned at the
end of the restriction zone of the travel lane to alert vehicles
110 operating in autonomous mode to disengage from said mode, such
as when merging with manually-driven vehicles. Alternatively, the
infrastructure 112 can even send signals that will directly
disengage autonomous operation of vehicles 110. Still further,
infrastructure 112 can be spatially positioned along the roadway or
a dedicated travel lane to send signals and instructions to passing
vehicles 110, and even disengage autonomous operational modes for a
variety of reasons, such as, for example, if there is an accident
or danger ahead, traffic conditions not preferable for autonomous
operation, bad roadway conditions, or adverse weather
conditions.
[0042] As noted, the autonomous vehicle mode regulator system 100
of the present invention can be used to control the level of
automation under which the autonomous driving system 130 of the
vehicle 110 operates based on signals received from autonomous
driving infrastructure 112 located along a roadway. In this regard,
the control of automation in a vehicle 110 can either enable
operation in a certain level of automation (e.g., full autonomous
operation, quasi-autonomous operation, or selective autonomous
operation) or restrict autonomous operation. A general schematic
illustrating the interaction between the autonomous vehicle mode
regulator system 100, equipped with an "Enable Switch" 132, and
autonomous driving infrastructure 112 is illustrated in FIG. 4.
There, authorization is received by the controller module 122 in
the form of an "enable signal", based on the detection of
autonomous driving infrastructure and the receipt of an appropriate
authorization signal therefrom. Activation of the Enable Switch 132
directs instructions to the autonomous vehicle operating system 130
permitting operation of the vehicle 110 in an autonomous mode.
[0043] In accordance with the present invention, the system 100 can
operate to prevent manual selection or activation of the level of
automation under which the autonomous driving system 130 of the
vehicle 110 operates--that is, autonomous operation can only be
enabled when the vehicle receives an authorization signal from
autonomous driving infrastructure 112 permitting such autonomous
operation of the vehicle 110. Similarly, the system 100 can prevent
the autonomous driving system 130 of the vehicle 110 from operating
in one or more modes of autonomous operation upon receiving signals
from autonomous driving infrastructure 112 indicating that only
certain levels of automation are permitted--e.g., for a restricted
travel lane requiring full autonomous operation of all vehicles 110
in the travel lane. Further, the system 100 can control the
autonomous driving system 130 of the vehicle 110 to operate in a
certain level of automation upon receiving signals from autonomous
driving infrastructure 112 indicating that a certain level of
automation is required for continued travel.
[0044] In further accordance with the present invention, the system
100 can prevent or even disable operation of a vehicle 110 in a
level or mode of autonomous operation by sending an appropriate
signal to the vehicle 110 and its autonomous driving system 130.
Thus, roadways approved for full autonomous operation can include
infrastructure 112 with the capability to dynamically rescind
autonomous authorization for a multitude of safety or operational
reasons. For example, the system 100 can prevent the autonomous
driving system 130 of the vehicle 110 from operating in one or more
level of automation, as desired, upon receiving signals from
autonomous driving infrastructure 112 indicating dangerous driving
conditions, dangerous roadway conditions, or adverse weather
conditions. Signals restricting autonomous operation of vehicles
110 on a roadway or in certain travel lanes can also be sent if
there is an accident ahead, or obstructions in the roadway, or high
volumes of traffic. Such restrictions and signals can be defined
and controlled by a government agency, such as the Department of
Transportation or the National Highway Traffic Safety
Administration. A general schematic illustration identifying
external signals that can be sent to the system 100 via autonomous
driving infrastructure 112 is illustrated in FIG. 5.
[0045] Referring to FIG. 5, disable conditions, as possible
dictated by a government agency, could include: adverse weather,
road condition, accident, hazard/obstruction, heavy traffic,
roadwork, or the like. Information associated with such disable
conditions is provided to autonomous driving infrastructure 112
proximate the conditions affecting travel on a roadway or within
particular travel lanes. The autonomous driving infrastructure 112
will provide a disable signal to passing vehicles 110, which can
disengage from autonomous modes of operation. Similarly, vehicles
110 that are not operating autonomously would recognize any
"disable signal" received from autonomous driving infrastructure as
inhibiting use of any level of automation until authorization
signals are received. Additionally, as also illustrated in FIG. 5,
the vehicle 110 can also monitor its own autonomous vehicle
operating system 130 and if any hardware fault, failure or damage
is detected, disable the Enable Switch 132 to change out of
autonomous modes of operation where necessary and safe.
[0046] The autonomous vehicle mode regulator system 100 in
accordance with the present invention will have great utility
during the adoption of autonomous vehicles 110 on current roadways,
and where many roadways will including vehicles operating in varied
modes of operation, including full autonomous operation,
quasi-autonomous operation and manually-driven operation. During
the initial adoption phase of autonomous vehicular transition,
which is currently happening, the system 100 is designed to
automatically prohibit the engagement of "full" and/or unsupervised
autonomous vehicle operation (i.e., unsupervised acceleration,
braking and steering autonomous driving modes) unless the vehicle
110 receives approval of said operation, for example, by a
governing authority via autonomous driving infrastructure 112, as
described herein. In embodiments, the system 100 would lock out or
inhibit the ability of a driver to manually select and engage a
full autonomous mode without the presence of authorization signals
received from the autonomous driving infrastructure 112. Once
authorization is received, the vehicle 110 can switch into an
autonomous operational mode and travel in designated areas
exclusively with other autonomous vehicles 110. As noted, the
infrastructure 112 can also have capability to rescind such
authorization as necessary, such as for safety or operational
reasons.
[0047] As the initial driven-to-autonomous transition period gives
way to the next transition phase wherein, for example, travel lanes
that have been exclusively dedicated to autonomous vehicle
operation are in existence, the autonomous vehicle mode regulator
system 100 of the present invention provides a means of
automatically enabling and engaging full autonomous modes for those
vehicles 110 that possess said capability, while preventing those
vehicles 110 that lack such capability from even entering said
dedicated travel lanes to ensure that all of the autonomous-capable
vehicles 110 that operate in the exclusive autonomous vehicle
travel lanes do so only in a full-autonomous mode.
[0048] Similarly, at the end of the driven-to-autonomous transition
period, the autonomous vehicle mode regulator system 100 in
accordance with the present invention also provides a means for
preventing any vehicle 110 that lacks an appropriate autonomous
capability from entering autonomous-only designated roadways at
all. This would mean that any non-autonomous vehicles 110 still in
operation would be required to be retrofitted with appropriate
hardware to aid in preventing mis-operation of such vehicles 110,
which is roughly analogous to today's requirement that horse-drawn
equipment that operate on vehicular roadways be equipped with
certain lighting and visual safety equipment.
[0049] In accordance with an aspect of the present invention, the
autonomous vehicle mode regulator system 100 can switch a vehicle's
operational mode into an autonomous operation mode upon receipt of
authorization signals from autonomous driving infrastructure 112
where mandated in specific circumstances, such as when the vehicle
110 enters a dedicate "autonomous vehicles only" travel lane.
[0050] In accordance with another aspect of the present invention,
the autonomous vehicle mode regulator system 100 can inhibit a
vehicle 110 with autonomous capability from activating or shifting
into autonomous operational mode on a roadway that is experiencing
a hazardous traffic condition (e.g., accident, slow traffic,
objects in the roadway) or adverse weather conditions, where such
conditions are being transmitted to the vehicle by the autonomous
driving infrastructure. Moreover, a vehicle's autonomous
operational mode can be disengaged upon receipt of signals from the
infrastructure 112 for safety reasons by disabling the "Enable
Switch" 132, as indicated in FIG. 5.
[0051] The controller module 122 provided on a vehicle 110 in
connection with the autonomous vehicle mode regulator system 100
could include a transmitter/receiver set-up, or alternatively a
transceiver set-up, providing two-way communication with autonomous
driving infrastructure, as generally illustrated in FIG. 6. As
described above, the system 100 generally operates to receive
instructions from said infrastructure 112, preferably via wireless
signals, providing authorization for autonomous vehicular
operation, restricting operation in autonomous operational modes,
or disabling autonomous operation. In some embodiments, the system
100 onboard the vehicle 110 can be adapted to communicate with
autonomous driving infrastructure 112, for example, via
Vehicle-to-Infrastructure signaling means including a transmitter
125, to confirm receipt of instructions for activation or
deactivation purposes. Further, information can be sent from the
vehicle 110 via transmitter 125 to the autonomous driving
infrastructure 112, which includes an appropriate receiver 137 or
transceiver means, indicating the operational status of the vehicle
110, including current mode of operation of the vehicle, or failure
of one of a plurality of operational systems associated with the
vehicle's autonomous driving system 130 (e.g., GPS loss or failure,
main LIDAR failure, etc.).
[0052] The foregoing description of embodiments of the present
invention has been presented for the purpose of illustration and
description. It is not intended to be exhaustive or to limit the
invention to the form disclosed. Obvious modifications and
variations are possible in light of the above disclosure. The
embodiments described were chosen to best illustrate the principles
of the invention and practical applications thereof to enable one
of ordinary skill in the art to utilize the invention in various
embodiments and with various modifications as suited to the
particular use contemplated.
* * * * *