Patent Application
20190186939
The present disclosure is generally directed to vehicle systems, in particular, toward autonomous vehicles.
In recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more user-friendly transportation solutions. These considerations have encouraged the development of a number of new vehicles. Many of these vehicles include enhanced navigation and driving systems.
Some of the enhanced navigation systems can predict travel times for a vehicle given data from a fleet of vehicles, can predict trips that meet a set of pre-defined objectives (e.g., best routes for hands free navigation, best routes for powertrain performance, shortest route, etc.). For various reasons, these route predictions may not be the most accurate in determining the best route.
Embodiments of the present disclosure will be described in connection with a vehicle, and in some embodiments, an electric vehicle, rechargeable electric vehicle, and/or hybrid-electric vehicle and associated systems. Embodiments herein can predict a user's trip using his or her history of past trips, the relevant context, and the current environmental conditions.
The navigation system of the vehicle can define a trip to be comprised of a sequence of position measurements, such as latitude, longitude, altitude, bearing, etc. as obtained from a typical GPS system. The proposed navigation system can use historical GPS data, defined by the sequence of position measurements, of a given vehicle to determine frequently visited locations. Then, the navigation system may augment the learned knowledge of frequently visited locations and routes with the current relevant context and environmental conditions to make recommendations on the locations the user is most likely to visit and the route most likely to drive on. More specifically, the navigation system can automatically cluster historical trips by similarity (e.g., trips with similar contexts and/or environmental conditions), while identifying, mitigating, and/or eliminating the potential for statistical outliers (trips taken by a driver that are infrequent and thus less useful for predicting future trips).
An example of the process to identify or predict trips may be as follows:
Collect sets of GPS points representing the different locations of the car;
Identify trips from the raw GPS points (e.g., a trip can be a time-ordered sequence of GPS points from a starting location to a destination);
Determine a similarity or “distance metric” that specifies the similarity between two or more trips;
Compute a nominal trip given two or more trips;
Output a set of trip clusters representing frequented locations and routes between a point of origin and possible destination(s).
Both the distance or similarity metric and the function for computing nominal trips are flexible and may be chosen by the user. Examples of similarity metrics include one or more of, but are not limited to: dynamic time warping, edit distance, and/or Frechet distance. Examples of functions for computing a nominal trip include one or more of, but are not limited to: median, mean, and/or the median and/or mean determined after applying a mode-seeking algorithm.
The same process for clustering trips may also be used to cluster relevant context (e.g., any data that can be collected and used to improve trip predictions). Once the user's frequently-made trips have been learned, the navigation system can make predictions using this trip knowledge and the current relevant context and environmental conditions to determine a predicted route.
The relevant context can include one or more of, but is not limited to, the following:
Time of day;
Day of week;
Season;
Starting location;
State of Charge;
Number of passengers;
Identity of driver;
Identities of passengers; and/or
Calendar information;
Environmental conditions can include one or more of, but are not limited to, the following:
Current traffic;
Weather (e.g., rain, sleet, ice, etc.);
Presence of road/lane closures, blocked roadways, road work, etc.;
Incidents (e.g., vehicle accidents and/or breakdowns); and/or
Route scenery.
The navigation system can access information described herein as the relevant context and/or environmental conditions for machine learning. For example, sensors (e.g., GPS, camera, etc. sensors) associated with and/or in/on the vehicle may provide information, for example, the time of the day, the day of the week, and/or a starting location. Many electric cars have sensors that measure current state of charge. Identity of driver, number of passengers, and their identity can be obtained from sensors, for example, internal cameras. Access to calendar information likewise can be obtained with the user's permission. Real time environmental conditions can be obtained by crowd sourcing information from connected vehicles and/or third-party services that can provide data on traffic and weather.
To make trip predictions, the navigation system may rank the various routes based on context and environmental attributes described above and/or conditioned on prior knowledge obtained from clustering trips to determine frequently visited destinations and routes. For example, from knowledge of prior trips, the navigation system may employ Inverse Reinforcement Learning to determine a user's preferences and tolerances towards the different environmental conditions. For example, the navigation system can learn, from historical trips, that a user has more affinity towards a route with lower variance in estimated time to destination at the expense of a slightly higher mean time to destination when compared to an alternate route having higher variance in estimate time to destination but a lower mean time to destination. Likewise, the navigation system can learn that the user implicitly prefers a route that is more scenic than an alternate route at the expense of a higher mean time to destination.
Alternately, the navigation system can apply various supervised models (including one or more of, but not limited to, Logistic regression, Naïve Bayes, support vector machines (SVMs), Factorization Machine, etc.) to rank every destination and route to the destination based on the various context and environmental attributes. At prediction time, the navigation system may then rank every frequently visited destination and route based on the current context, current environmental conditions, and the user preferences using the models learnt from past data to make destination and route recommendations. The navigation system can also have a feedback mechanism to solicit feedback from the user on the predicted destination and route recommendations. The feedback may then be subsequently employed to re-learn the navigation system.
The embodiments here have the potential to minimize interaction of the driver with the navigation system, both enhancing user experience and increasing safety. Over time, the navigation system can understand the driver and mimic the decisions most likely to be taken by the driver.
Although shown in the form of a car, it should be appreciated that the vehicle 100 described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. The term “vehicle” does not require that a conveyance moves or is capable of movement. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like.
In some embodiments, the vehicle 100 may include a number of sensors, devices, and/or systems that are capable of assisting in driving operations, e.g., autonomous or semi-autonomous control. Examples of the various sensors and systems may include, but are in no way limited to, one or more of cameras (e.g., independent, stereo, combined image, etc.), infrared (IR) sensors, radio frequency (RF) sensors, ultrasonic sensors (e.g., transducers, transceivers, etc.), RADAR sensors (e.g., object-detection sensors and/or systems), LIDAR (Light Imaging, Detection, And Ranging) systems, odometry sensors and/or devices (e.g., encoders, etc.), orientation sensors (e.g., accelerometers, gyroscopes, magnetometer, etc.), navigation sensors and systems (e.g., GPS, etc.), and other ranging, imaging, and/or object-detecting sensors. The sensors may be disposed in an interior space 150 of the vehicle 100 and/or on an outside of the vehicle 100. In some embodiments, the sensors and systems may be disposed in one or more portions of a vehicle 100 (e.g., the frame 104, a body panel, a compartment, etc.).
The vehicle sensors and systems may be selected and/or configured to suit a level of operation associated with the vehicle 100. Among other things, the number of sensors used in a system may be altered to increase or decrease information available to a vehicle control system (e.g., affecting control capabilities of the vehicle 100). Additionally or alternatively, the sensors and systems may be part of one or more advanced driver assistance systems (ADAS) associated with a vehicle 100. In any event, the sensors and systems may be used to provide driving assistance at any level of operation (e.g., from fully-manual to fully-autonomous operations, etc.) as described herein.
The various levels of vehicle control and/or operation can be described as corresponding to a level of autonomy associated with a vehicle 100 for vehicle driving operations. For instance, at Level 0, or fully-manual driving operations, a driver (e.g., a human driver) may be responsible for all the driving control operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. Level 0 may be referred to as a “No Automation” level. At Level 1, the vehicle may be responsible for a limited number of the driving operations associated with the vehicle, while the driver is still responsible for most driving control operations. An example of a Level 1 vehicle may include a vehicle in which the throttle control and/or braking operations may be controlled by the vehicle (e.g., cruise control operations, etc.). Level 1 may be referred to as a “Driver Assistance” level. At Level 2, the vehicle may collect information (e.g., via one or more driving assistance systems, sensors, etc.) about an environment of the vehicle (e.g., surrounding area, roadway, traffic, ambient conditions, etc.) and use the collected information to control driving operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. In a Level 2 autonomous vehicle, the driver may be required to perform other aspects of driving operations not controlled by the vehicle. Level 2 may be referred to as a “Partial Automation” level. It should be appreciated that Levels 0-2 all involve the driver monitoring the driving operations of the vehicle.
At Level 3, the driver may be separated from controlling all the driving operations of the vehicle except when the vehicle makes a request for the operator to act or intervene in controlling one or more driving operations. In other words, the driver may be separated from controlling the vehicle unless the driver is required to take over for the vehicle. Level 3 may be referred to as a “Conditional Automation” level. At Level 4, the driver may be separated from controlling all the driving operations of the vehicle and the vehicle may control driving operations even when a user fails to respond to a request to intervene. Level 4 may be referred to as a “High Automation” level. At Level 5, the vehicle can control all the driving operations associated with the vehicle in all driving modes. The vehicle in Level 5 may continually monitor traffic, vehicular, roadway, and/or environmental conditions while driving the vehicle. In Level 5, there is no human driver interaction required in any driving mode. Accordingly, Level 5 may be referred to as a “Full Automation” level. It should be appreciated that in Levels 3-5 the vehicle, and/or one or more automated driving systems associated with the vehicle, monitors the driving operations of the vehicle and the driving environment.
As shown in
Referring now to
In some embodiments, the vehicle 100 may include a ranging and imaging system 112 such as LIDAR, or the like. The ranging and imaging system 112 may be configured to detect visual information in an environment surrounding the vehicle 100. The visual information detected in the environment surrounding the ranging and imaging system 112 may be processed (e.g., via one or more sensor and/or system processors, etc.) to generate a complete 360-degree view of an environment 200 around the vehicle. The ranging and imaging system 112 may be configured to generate changing 360-degree views of the environment 200 in real-time, for instance, as the vehicle 100 drives. In some cases, the ranging and imaging system 112 may have an effective detection limit 204 that is some distance from the center of the vehicle 100 outward over 360 degrees. The effective detection limit 204 of the ranging and imaging system 112 defines a view zone 208 (e.g., an area and/or volume, etc.) surrounding the vehicle 100. Any object falling outside of the view zone 208 is in the undetected zone 212 and would not be detected by the ranging and imaging system 112 of the vehicle 100.
Sensor data and information may be collected by one or more sensors or systems 116A-K, 112 of the vehicle 100 monitoring the vehicle sensing environment 200. This information may be processed (e.g., via a processor, computer-vision system, etc.) to determine targets (e.g., objects, signs, people, markings, roadways, conditions, etc.) inside one or more detection zones 208, 216A-D associated with the vehicle sensing environment 200. In some cases, information from multiple sensors 116A-K may be processed to form composite sensor detection information. For example, a first sensor 116A and a second sensor 116F may correspond to a first camera 116A and a second camera 116F aimed in a forward traveling direction of the vehicle 100. In this example, images collected by the cameras 116A, 116F may be combined to form stereo image information. This composite information may increase the capabilities of a single sensor in the one or more sensors 116A-K by, for example, adding the ability to determine depth associated with targets in the one or more detection zones 208, 216A-D. Similar image data may be collected by rear view cameras (e.g., sensors 116G, 116H) aimed in a rearward traveling direction vehicle 100.
In some embodiments, multiple sensors 116A-K may be effectively joined to increase a sensing zone and provide increased sensing coverage. For instance, multiple RADAR sensors 116B disposed on the front 110 of the vehicle may be joined to provide a zone 216B of coverage that spans across an entirety of the front 110 of the vehicle. In some cases, the multiple RADAR sensors 116B may cover a detection zone 216B that includes one or more other sensor detection zones 216A. These overlapping detection zones may provide redundant sensing, enhanced sensing, and/or provide greater detail in sensing within a particular portion (e.g., zone 216A) of a larger zone (e.g., zone 216B). Additionally or alternatively, the sensors 116A-K of the vehicle 100 may be arranged to create a complete coverage, via one or more sensing zones 208, 216A-D around the vehicle 100. In some areas, the sensing zones 216C of two or more sensors 116D, 116E may intersect at an overlap zone 220. In some areas, the angle and/or detection limit of two or more sensing zones 216C, 216D (e.g., of two or more sensors 116E, 116J, 116K) may meet at a virtual intersection point 224.
The vehicle 100 may include a number of sensors 116E, 116G, 116H, 116J, 116K disposed proximal to the rear 120 of the vehicle 100. These sensors can include, but are in no way limited to, an imaging sensor, camera, IR, a radio object-detection and ranging sensors, RADAR, RF, ultrasonic sensors, and/or other object-detection sensors. Among other things, these sensors 116E, 116G, 116H, 116J, 116K may detect targets near or approaching the rear of the vehicle 100. For example, another vehicle approaching the rear 120 of the vehicle 100 may be detected by one or more of the ranging and imaging system (e.g., LIDAR) 112, rear-view cameras 116G, 116H, and/or rear facing RADAR sensors 116J, 116K. As described above, the images from the rear-view cameras 116G, 116H may be processed to generate a stereo view (e.g., providing depth associated with an object or environment, etc.) for targets visible to both cameras 116G, 116H. As another example, the vehicle 100 may be driving and one or more of the ranging and imaging system 112, front-facing cameras 116A, 116F, front-facing RADAR sensors 116B, and/or ultrasonic sensors 116C may detect targets in front of the vehicle 100. This approach may provide critical sensor information to a vehicle control system in at least one of the autonomous driving levels described above. For instance, when the vehicle 100 is driving autonomously (e.g., Level 3, Level 4, or Level 5) and detects other vehicles stopped in a travel path, the sensor detection information may be sent to the vehicle control system of the vehicle 100 to control a driving operation (e.g., braking, decelerating, etc.) associated with the vehicle 100 (in this example, slowing the vehicle 100 as to avoid colliding with the stopped other vehicles). As yet another example, the vehicle 100 may be operating and one or more of the ranging and imaging system 112, and/or the side-facing sensors 116D, 116E (e.g., RADAR, ultrasonic, camera, combinations thereof, and/or other type of sensor), may detect targets at a side of the vehicle 100. It should be appreciated that the sensors 116A-K may detect a target that is both at a side 160 and a front 110 of the vehicle 100 (e.g., disposed at a diagonal angle to a centerline of the vehicle 100 running from the front 110 of the vehicle 100 to the rear 120 of the vehicle). Additionally or alternatively, the sensors 116A-K may detect a target that is both, or simultaneously, at a side 160 and a rear 120 of the vehicle 100 (e.g., disposed at a diagonal angle to the centerline of the vehicle 100).
In accordance with at least some embodiments of the present disclosure, the communication network 352 may comprise any type of known communication medium or collection of communication media and may use any type of protocols, such as SIP, TCP/IP, SNA, IPX, AppleTalk, and the like, to transport messages between endpoints. The communication network 352 may include wired and/or wireless communication technologies. The Internet is an example of the communication network 352 that constitutes an Internet Protocol (IP) network consisting of many computers, computing networks, and other communication devices located all over the world, which are connected through many telephone systems and other means. Other examples of the communication network 352 include, without limitation, a standard Plain Old Telephone System (POTS), an Integrated Services Digital Network (ISDN), the Public Switched Telephone Network (PSTN), a Local Area Network (LAN), such as an Ethernet network, a Token-Ring network and/or the like, a Wide Area Network (WAN), a virtual network, including without limitation a virtual private network (“VPN”); the Internet, an intranet, an extranet, a cellular network, an infra-red network; a wireless network (e.g., a network operating under any of the IEEE 802.9 suite of protocols, the Bluetooth® protocol known in the art, and/or any other wireless protocol), and any other type of packet-switched or circuit-switched network known in the art and/or any combination of these and/or other networks. In addition, it can be appreciated that the communication network 352 need not be limited to any one network type, and instead may be comprised of a number of different networks and/or network types. The communication network 352 may comprise a number of different communication media such as coaxial cable, copper cable/wire, fiber-optic cable, antennas for transmitting/receiving wireless messages, and combinations thereof.
The driving vehicle sensors and systems 304 may include at least one navigation 308 (e.g., global positioning system (GPS), etc.), orientation 312, odometry 316, LIDAR 320, RADAR 324, ultrasonic 328, camera 332, infrared (IR) 336, and/or other sensor or system 338. These driving vehicle sensors and systems 304 may be similar, if not identical, to the sensors and systems 116A-K, 112 described in conjunction with
The navigation sensor 308 may include one or more sensors having receivers and antennas that are configured to utilize a satellite-based navigation system including a network of navigation satellites capable of providing geolocation and time information to at least one component of the vehicle 100. Examples of the navigation sensor 308 as described herein may include, but are not limited to, at least one of Garmin® GLO™ family of GPS and GLONASS combination sensors, Garmin® GPS 15x™ family of sensors, Garmin® GPS 16x™ family of sensors with high-sensitivity receiver and antenna, Garmin® GPS 18x OEM family of high-sensitivity GPS sensors, Dewetron DEWE-VGPS series of GPS sensors, GlobalSat 1-Hz series of GPS sensors, other industry-equivalent navigation sensors and/or systems, and may perform navigational and/or geolocation functions using any known or future-developed standard and/or architecture.
The orientation sensor 312 may include one or more sensors configured to determine an orientation of the vehicle 100 relative to at least one reference point. In some embodiments, the orientation sensor 312 may include at least one pressure transducer, stress/strain gauge, accelerometer, gyroscope, and/or geomagnetic sensor. Examples of the navigation sensor 308 as described herein may include, but are not limited to, at least one of Bosch Sensortec BMX 160 series low-power absolute orientation sensors, Bosch Sensortec BMX055 9-axis sensors, Bosch Sensortec BMI055 6-axis inertial sensors, Bosch Sensortec BMI160 6-axis inertial sensors, Bosch Sensortec BMF055 9-axis inertial sensors (accelerometer, gyroscope, and magnetometer) with integrated Cortex M0+ microcontroller, Bosch Sensortec BMP280 absolute barometric pressure sensors, Infineon TLV493D-A1B6 3D magnetic sensors, Infineon TLI493D-W1B6 3D magnetic sensors, Infineon TL family of 3D magnetic sensors, Murata Electronics SCC2000 series combined gyro sensor and accelerometer, Murata Electronics SCC1300 series combined gyro sensor and accelerometer, other industry-equivalent orientation sensors and/or systems, which may perform orientation detection and/or determination functions using any known or future-developed standard and/or architecture.
The odometry sensor and/or system 316 may include one or more components that is configured to determine a change in position of the vehicle 100 over time. In some embodiments, the odometry system 316 may utilize data from one or more other sensors and/or systems 304 in determining a position (e.g., distance, location, etc.) of the vehicle 100 relative to a previously measured position for the vehicle 100. Additionally or alternatively, the odometry sensors 316 may include one or more encoders, Hall speed sensors, and/or other measurement sensors/devices configured to measure a wheel speed, rotation, and/or number of revolutions made over time. Examples of the odometry sensor/system 316 as described herein may include, but are not limited to, at least one of Infineon TLE4924/26/27/28C high-performance speed sensors, Infineon TL4941plusC(B) single chip differential Hall wheel-speed sensors, Infineon TL5041plusC Giant Magnetoresistance (GMR) effect sensors, Infineon TL family of magnetic sensors, EPC Model 25SP Accu-CoderPro™ incremental shaft encoders, EPC Model 30M compact incremental encoders with advanced magnetic sensing and signal processing technology, EPC Model 925 absolute shaft encoders, EPC Model 958 absolute shaft encoders, EPC Model MA36S/MA63S/SA36S absolute shaft encoders, Dynapar™ F18 commutating optical encoder, Dynapar™ HS35R family of phased array encoder sensors, other industry-equivalent odometry sensors and/or systems, and may perform change in position detection and/or determination functions using any known or future-developed standard and/or architecture.
The LIDAR sensor/system 320 may include one or more components configured to measure distances to targets using laser illumination. In some embodiments, the LIDAR sensor/system 320 may provide 3D imaging data of an environment around the vehicle 100. The imaging data may be processed to generate a full 360-degree view of the environment around the vehicle 100. The LIDAR sensor/system 320 may include a laser light generator configured to generate a plurality of target illumination laser beams (e.g., laser light channels). In some embodiments, this plurality of laser beams may be aimed at, or directed to, a rotating reflective surface (e.g., a mirror) and guided outwardly from the LIDAR sensor/system 320 into a measurement environment. The rotating reflective surface may be configured to continually rotate 360 degrees about an axis, such that the plurality of laser beams is directed in a full 360-degree range around the vehicle 100. A photodiode receiver of the LIDAR sensor/system 320 may detect when light from the plurality of laser beams emitted into the measurement environment returns (e.g., reflected echo) to the LIDAR sensor/system 320. The LIDAR sensor/system 320 may calculate, based on a time associated with the emission of light to the detected return of light, a distance from the vehicle 100 to the illuminated target. In some embodiments, the LIDAR sensor/system 320 may generate over 2.0 million points per second and have an effective operational range of at least 100 meters. Examples of the LIDAR sensor/system 320 as described herein may include, but are not limited to, at least one of Velodyne® LiDAR™ HDL-64E 64-channel LIDAR sensors, Velodyne® LiDAR™ HDL-32E 32-channel LIDAR sensors, Velodyne® LiDAR™ PUCK™ VLP-16 16-channel LIDAR sensors, Leica Geosystems Pegasus: Two mobile sensor platform, Garmin® LIDAR-Lite v3 measurement sensor, Quanergy M8 LiDAR sensors, Quanergy S3 solid state LiDAR sensor, LeddarTech® LeddarVU compact solid state fixed-beam LIDAR sensors, other industry-equivalent LIDAR sensors and/or systems, and may perform illuminated target and/or obstacle detection in an environment around the vehicle 100 using any known or future-developed standard and/or architecture.
The RADAR sensors 324 may include one or more radio components that are configured to detect objects/targets in an environment of the vehicle 100. In some embodiments, the RADAR sensors 324 may determine a distance, position, and/or movement vector (e.g., angle, speed, etc.) associated with a target over time. The RADAR sensors 324 may include a transmitter configured to generate and emit electromagnetic waves (e.g., radio, microwaves, etc.) and a receiver configured to detect returned electromagnetic waves. In some embodiments, the RADAR sensors 324 may include at least one processor configured to interpret the returned electromagnetic waves and determine locational properties of targets. Examples of the RADAR sensors 324 as described herein may include, but are not limited to, at least one of Infineon RASIC™ RTN7735PL transmitter and RRN7745PL/46PL receiver sensors, Autoliv ASP Vehicle RADAR sensors, Delphi L2C0051TR 77 GHz ESR Electronically Scanning Radar sensors, Fujitsu Ten Ltd. Automotive Compact 77 GHz 3D Electronic Scan Millimeter Wave Radar sensors, other industry-equivalent RADAR sensors and/or systems, and may perform radio target and/or obstacle detection in an environment around the vehicle 100 using any known or future-developed standard and/or architecture.
The ultrasonic sensors 328 may include one or more components that are configured to detect objects/targets in an environment of the vehicle 100. In some embodiments, the ultrasonic sensors 328 may determine a distance, position, and/or movement vector (e.g., angle, speed, etc.) associated with a target over time. The ultrasonic sensors 328 may include an ultrasonic transmitter and receiver, or transceiver, configured to generate and emit ultrasound waves and interpret returned echoes of those waves. In some embodiments, the ultrasonic sensors 328 may include at least one processor configured to interpret the returned ultrasonic waves and determine locational properties of targets. Examples of the ultrasonic sensors 328 as described herein may include, but are not limited to, at least one of Texas Instruments TIDA-00151 automotive ultrasonic sensor interface IC sensors, MaxBotix® MB8450 ultrasonic proximity sensor, MaxBotix® ParkSonar™-EZ ultrasonic proximity sensors, Murata Electronics MA40H1S-R open-structure ultrasonic sensors, Murata Electronics MA40S4R/S open-structure ultrasonic sensors, Murata Electronics MA58MF14-7N waterproof ultrasonic sensors, other industry-equivalent ultrasonic sensors and/or systems, and may perform ultrasonic target and/or obstacle detection in an environment around the vehicle 100 using any known or future-developed standard and/or architecture.
The camera sensors 332 may include one or more components configured to detect image information associated with an environment of the vehicle 100. In some embodiments, the camera sensors 332 may include a lens, filter, image sensor, and/or a digital image processor. It is an aspect of the present disclosure that multiple camera sensors 332 may be used together to generate stereo images providing depth measurements. Examples of the camera sensors 332 as described herein may include, but are not limited to, at least one of ON Semiconductor® MT9V024 Global Shutter VGA GS CMOS image sensors, Teledyne DALSA Falcon2 camera sensors, CMOSIS CMV50000 high-speed CMOS image sensors, other industry-equivalent camera sensors and/or systems, and may perform visual target and/or obstacle detection in an environment around the vehicle 100 using any known or future-developed standard and/or architecture.
The infrared (IR) sensors 336 may include one or more components configured to detect image information associated with an environment of the vehicle 100. The IR sensors 336 may be configured to detect targets in low-light, dark, or poorly-lit environments. The IR sensors 336 may include an IR light emitting element (e.g., IR light emitting diode (LED), etc.) and an IR photodiode. In some embodiments, the IR photodiode may be configured to detect returned IR light at or about the same wavelength to that emitted by the IR light emitting element. In some embodiments, the IR sensors 336 may include at least one processor configured to interpret the returned IR light and determine locational properties of targets. The IR sensors 336 may be configured to detect and/or measure a temperature associated with a target (e.g., an object, pedestrian, other vehicle, etc.). Examples of IR sensors 336 as described herein may include, but are not limited to, at least one of Opto Diode lead-salt IR array sensors, Opto Diode OD-850 Near-IR LED sensors, Opto Diode SA/SHA727 steady state IR emitters and IR detectors, FLIR® LS microbolometer sensors, FLIR® TacFLIR 380-HD InSb MWIR FPA and HD MWIR thermal sensors, FLIR® VOx 640×480 pixel detector sensors, Delphi IR sensors, other industry-equivalent IR sensors and/or systems, and may perform IR visual target and/or obstacle detection in an environment around the vehicle 100 using any known or future-developed standard and/or architecture.
The vehicle 100 can also include one or more interior sensors 337. Interior sensors 337 can measure characteristics of the inside environment of the vehicle 100. The interior sensors 337 may be as described in conjunction with
A navigation system 302 can include any hardware and/or software used to navigate the vehicle either manually or autonomously. The navigation system 302 may be as described in conjunction with
In some embodiments, the driving vehicle sensors and systems 304 may include other sensors 338 and/or combinations of the sensors 306-337 described above. Additionally or alternatively, one or more of the sensors 306-337 described above may include one or more processors configured to process and/or interpret signals detected by the one or more sensors 306-337. In some embodiments, the processing of at least some sensor information provided by the vehicle sensors and systems 304 may be processed by at least one sensor processor 340. Raw and/or processed sensor data may be stored in a sensor data memory 344 storage medium. In some embodiments, the sensor data memory 344 may store instructions used by the sensor processor 340 for processing sensor information provided by the sensors and systems 304. In any event, the sensor data memory 344 may be a disk drive, optical storage device, solid-state storage device such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable, and/or the like.
The vehicle control system 348 may receive processed sensor information from the sensor processor 340 and determine to control an aspect of the vehicle 100. Controlling an aspect of the vehicle 100 may include presenting information via one or more display devices 372 associated with the vehicle, sending commands to one or more computing devices 368 associated with the vehicle, and/or controlling a driving operation of the vehicle. In some embodiments, the vehicle control system 348 may correspond to one or more computing systems that control driving operations of the vehicle 100 in accordance with the Levels of driving autonomy described above. In one embodiment, the vehicle control system 348 may operate a speed of the vehicle 100 by controlling an output signal to the accelerator and/or braking system of the vehicle. In this example, the vehicle control system 348 may receive sensor data describing an environment surrounding the vehicle 100 and, based on the sensor data received, determine to adjust the acceleration, power output, and/or braking of the vehicle 100. The vehicle control system 348 may additionally control steering and/or other driving functions of the vehicle 100.
The vehicle control system 348 may communicate, in real-time, with the driving sensors and systems 304 forming a feedback loop. In particular, upon receiving sensor information describing a condition of targets in the environment surrounding the vehicle 100, the vehicle control system 348 may autonomously make changes to a driving operation of the vehicle 100. The vehicle control system 348 may then receive subsequent sensor information describing any change to the condition of the targets detected in the environment as a result of the changes made to the driving operation. This continual cycle of observation (e.g., via the sensors, etc.) and action (e.g., selected control or non-control of vehicle operations, etc.) allows the vehicle 100 to operate autonomously in the environment.
In some embodiments, the one or more components of the vehicle 100 (e.g., the driving vehicle sensors 304, vehicle control system 348, display devices 372, etc.) may communicate across the communication network 352 to one or more entities 356A-N via a communications subsystem 350 of the vehicle 100. Embodiments of the communications subsystem 350 are described in greater detail in conjunction with
In some embodiments, the vehicle control system 348 may receive control information from one or more control sources 356B. The control source 356 may provide vehicle control information including autonomous driving control commands, vehicle operation override control commands, and the like. The control source 356 may correspond to an autonomous vehicle control system, a traffic control system, an administrative control entity, and/or some other controlling server. It is an aspect of the present disclosure that the vehicle control system 348 and/or other components of the vehicle 100 may exchange communications with the control source 356 across the communication network 352 and via the communications subsystem 350.
Information associated with controlling driving operations of the vehicle 100 may be stored in a control data memory 364 storage medium. The control data memory 364 may store instructions used by the vehicle control system 348 for controlling driving operations of the vehicle 100, historical control information, autonomous driving control rules, and the like. In some embodiments, the control data memory 364 may be a disk drive, optical storage device, solid-state storage device such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable, and/or the like.
In addition to the mechanical components described herein, the vehicle 100 may include a number of user interface devices. The user interface devices receive and translate human input into a mechanical movement or electrical signal or stimulus. The human input may be one or more of motion (e.g., body movement, body part movement, in two-dimensional or three-dimensional space, etc.), voice, touch, and/or physical interaction with the components of the vehicle 100. In some embodiments, the human input may be configured to control one or more functions of the vehicle 100 and/or systems of the vehicle 100 described herein. User interfaces may include, but are in no way limited to, at least one graphical user interface of a display device, steering wheel or mechanism, transmission lever or button (e.g., including park, neutral, reverse, and/or drive positions, etc.), throttle control pedal or mechanism, brake control pedal or mechanism, power control switch, communications equipment, etc.
Environmental sensors may comprise sensors configured to collect data relating to the internal environment of a vehicle 100. Examples of environmental sensors may include one or more of, but are not limited to: oxygen/air sensors 301, temperature sensors 303, humidity sensors 305, light/photo sensors 307, and more. The oxygen/air sensors 301 may be configured to detect a quality or characteristic of the air in the interior space 108 of the vehicle 100 (e.g., ratios and/or types of gasses comprising the air inside the vehicle 100, dangerous gas levels, safe gas levels, etc.). Temperature sensors 303 may be configured to detect temperature readings of one or more objects, users 216, and/or areas of a vehicle 100. Humidity sensors 305 may detect an amount of water vapor present in the air inside the vehicle 100. The light/photo sensors 307 can detect an amount of light present in the vehicle 100. Further, the light/photo sensors 307 may be configured to detect various levels of light intensity associated with light in the vehicle 100.
User interface sensors may comprise sensors configured to collect data relating to one or more users (e.g., a driver and/or passenger(s)) in a vehicle 100. As can be appreciated, the user interface sensors may include sensors that are configured to collect data from users 216 in one or more areas of the vehicle 100. Examples of user interface sensors may include one or more of, but are not limited to: infrared sensors 309, motion sensors 311, weight sensors 313, wireless network sensors 315, biometric sensors 317, camera (or image) sensors 319, audio sensors 321, and more.
Infrared sensors 309 may be used to measure IR light irradiating from at least one surface, user, or other object in the vehicle 100. Among other things, the Infrared sensors 309 may be used to measure temperatures, form images (especially in low light conditions), identify users 216, and even detect motion in the vehicle 100.
The motion sensors 311 may detect motion and/or movement of objects inside the vehicle 100. Optionally, the motion sensors 311 may be used alone or in combination to detect movement. For example, a user may be operating a vehicle 100 (e.g., while driving, etc.) when a passenger in the rear of the vehicle 100 unbuckles a safety belt and proceeds to move about the vehicle 10. In this example, the movement of the passenger could be detected by the motion sensors 311. In response to detecting the movement and/or the direction associated with the movement, the passenger may be prevented from interfacing with and/or accessing at least some of the vehicle control features. As can be appreciated, the user may be alerted of the movement/motion such that the user can act to prevent the passenger from interfering with the vehicle controls. Optionally, the number of motion sensors in a vehicle may be increased to increase an accuracy associated with motion detected in the vehicle 100.
Weight sensors 313 may be employed to collect data relating to objects and/or users in various areas of the vehicle 100. In some cases, the weight sensors 313 may be included in the seats and/or floor of a vehicle 100. Optionally, the vehicle 100 may include a wireless network sensor 315. This sensor 315 may be configured to detect one or more wireless network(s) inside the vehicle 100. Examples of wireless networks may include, but are not limited to, wireless communications utilizing Bluetooth®, Wi-Fi™, ZigBee, IEEE 802.11, and other wireless technology standards. For example, a mobile hotspot may be detected inside the vehicle 100 via the wireless network sensor 315. In this case, the vehicle 100 may determine to utilize and/or share the mobile hotspot detected via/with one or more other devices associated with the vehicle 100.
Biometric sensors 317 may be employed to identify and/or record characteristics associated with a user. It is anticipated that biometric sensors 317 can include at least one of image sensors, IR sensors, fingerprint readers, weight sensors, load cells, force transducers, heart rate monitors, blood pressure monitors, and the like as provided herein.
The camera sensors 319 may record still images, video, and/or combinations thereof. Camera sensors 319 may be used alone or in combination to identify objects, users, and/or other features, inside the vehicle 100. Two or more camera sensors 319 may be used in combination to form, among other things, stereo and/or three-dimensional (3D) images. The stereo images can be recorded and/or used to determine depth associated with objects and/or users in a vehicle 100. Further, the camera sensors 319 used in combination may determine the complex geometry associated with identifying characteristics of a user. For example, the camera sensors 319 may be used to determine dimensions between various features of a user's face (e.g., the depth/distance from a user's nose to a user's cheeks, a linear distance between the center of a user's eyes, and more). These dimensions may be used to verify, record, and even modify characteristics that serve to identify a user. The camera sensors 319 may also be used to determine movement associated with objects and/or users within the vehicle 100. It should be appreciated that the number of image sensors used in a vehicle 100 may be increased to provide greater dimensional accuracy and/or views of a detected image in the vehicle 100.
The audio sensors 321 may be configured to receive audio input from a user of the vehicle 100. The audio input from a user may correspond to voice commands, conversations detected in the vehicle 100, phone calls made in the vehicle 100, and/or other audible expressions made in the vehicle 100. Audio sensors 321 may include, but are not limited to, microphones and other types of acoustic-to-electric transducers or sensors. Optionally, the interior audio sensors 321 may be configured to receive and convert sound waves into an equivalent analog or digital signal. The interior audio sensors 321 may serve to determine one or more locations associated with various sounds in the vehicle 100. The location of the sounds may be determined based on a comparison of volume levels, intensity, and the like, between sounds detected by two or more interior audio sensors 321. For instance, a first audio sensor 321 may be located in a first area of the vehicle 100 and a second audio sensor 321 may be located in a second area of the vehicle 100. If a sound is detected at a first volume level by the first audio sensors 321 A and a second, higher, volume level by the second audio sensors 321 in the second area of the vehicle 100, the sound may be determined to be closer to the second area of the vehicle 100. As can be appreciated, the number of sound receivers used in a vehicle 100 may be increased (e.g., more than two, etc.) to increase measurement accuracy surrounding sound detection and location, or source, of the sound (e.g., via triangulation, etc.).
The safety sensors may comprise sensors configured to collect data relating to the safety of a user and/or one or more components of a vehicle 100. Examples of safety sensors may include one or more of, but are not limited to: force sensors 325, mechanical motion sensors 327, orientation sensors 329, restraint sensors 331, and more.
The force sensors 325 may include one or more sensors inside the vehicle 100 configured to detect a force observed in the vehicle 100. One example of a force sensor 325 may include a force transducer that converts measured forces (e.g., force, weight, pressure, etc.) into output signals. Mechanical motion sensors 327 may correspond to encoders, accelerometers, damped masses, and the like. Optionally, the mechanical motion sensors 327 may be adapted to measure the force of gravity (i.e., G-force) as observed inside the vehicle 100. Measuring the G-force observed inside a vehicle 100 can provide valuable information related to a vehicle's acceleration, deceleration, collisions, and/or forces that may have been suffered by one or more users in the vehicle 100. Orientation sensors 329 can include accelerometers, gyroscopes, magnetic sensors, and the like that are configured to detect an orientation associated with the vehicle 100.
The restraint sensors 331 may correspond to sensors associated with one or more restraint devices and/or systems in a vehicle 100. Seatbelts and airbags are examples of restraint devices and/or systems. As can be appreciated, the restraint devices and/or systems may be associated with one or more sensors that are configured to detect a state of the device/system. The state may include extension, engagement, retraction, disengagement, deployment, and/or other electrical or mechanical conditions associated with the device/system.
The associated device sensors 323 can include any sensors that are associated with a device in the vehicle 100. As previously stated, typical devices may include smart phones, tablets, laptops, mobile computers, and the like. It is anticipated that the various sensors associated with these devices can be employed by the vehicle control system 348. For example, a typical smart phone can include, an image sensor, an IR sensor, audio sensor, gyroscope, accelerometer, wireless network sensor, fingerprint reader, and more. It is an aspect of the present disclosure that one or more of these associated device sensors 323 may be used by one or more subsystems of the vehicle 100.
A GPS Antenna/receiver 331 can be any antenna, GPS puck, and/or receiver capable of receiving signals from a GPS satellite or other navigation system. The signals may be demodulated, converted, interpreted, etc. by the GPS Antenna/receiver 331 and provided to the location module 333. Thus, the GPS Antenna/receiver 331 may convert the time signals from the GPS system and provide a location (e.g., coordinates on a map) to the location module 333. Alternatively, the location module 333 can interpret the time signals into coordinates or other location information.
The location module 333 can be the controller of the satellite navigation system designed for use in the vehicle 100. The location module 333 can acquire position data, as from the GPS Antenna/receiver 331, to locate the user or vehicle 100 on a road in the unit's map datastore 335. Using the road datastore 335, the location module 333 can give directions to other locations along roads also in the datastore 335. When a GPS signal is not available, the location module 333 may apply dead reckoning to estimate distance data from sensors 304 including one or more of, but not limited to, a speed sensor attached to the drive train of the vehicle 100, a gyroscope, an accelerometer, etc. Additionally or alternatively, the location module 333 may use known locations of Wi-Fi hotspots, cell tower data, etc. to determine the position of the vehicle 100, such as by using time difference of arrival (TDOA) and/or frequency difference of arrival (FDOA) techniques.
The maps datastore 335 can include any hardware and/or software to store information about maps, geographical information system (GIS) information, location information, etc. The maps datastore 335 can include any data definition or other structure to store the information. Generally, the maps datastore 335 can include a road datastore that may include one or more vector maps of areas of interest. Street names, street numbers, house numbers, and other information can be encoded as geographic coordinates so that the user can find some desired destination by street address. Points of interest (waypoints) can also be stored with their geographic coordinates. For example, a point of interest may include speed cameras, fuel stations, public parking, and “parked here” (or “you parked here”) information. The maps datastore 335 may also include road or street characteristics, for example, speed limits, location of stop lights/stop signs, lane divisions, school locations, etc. The map datastore contents can be produced or updated by a server connected through a wireless system in communication with the Internet, even as the vehicle 100 is driven along existing streets, yielding an up-to-date map.
While one or more of displays of instrument panel 400 may be touch-screen displays, it should be appreciated that the vehicle operational display may be a display incapable of receiving touch input. For instance, the operational display 420 that spans across an interior space centerline 404 and across both a first zone 408A and a second zone 408B may be isolated from receiving input from touch, especially from a passenger. In some cases, a display that provides vehicle operation or critical systems information and interface may be restricted from receiving touch input and/or be configured as a non-touch display. This type of configuration can prevent dangerous mistakes in providing touch input where such input may cause an accident or unwanted control.
In some embodiments, one or more displays of the instrument panel 400 may be mobile devices and/or applications residing on a mobile device such as a smart phone. Additionally or alternatively, any of the information described herein may be presented to one or more portions 420A-N of the operational display 420 or other display 424, 428, 434. In one embodiment, one or more displays of the instrument panel 400 may be physically separated or detached from the instrument panel 400. In some cases, a detachable display may remain tethered to the instrument panel.
The portions 420A-N of the operational display 420 may be dynamically reconfigured and/or resized to suit any display of information as described. Additionally or alternatively, the number of portions 420A-N used to visually present information via the operational display 420 may be dynamically increased or decreased as required, and are not limited to the configurations shown.
The communications componentry can include one or more wired or wireless devices such as a transceiver(s) and/or modem that allows communications not only between the various systems disclosed herein but also with other devices, such as devices on a network, and/or on a distributed network such as the Internet and/or in the cloud and/or with other vehicle(s).
The communications subsystem 350 can also include inter- and intra-vehicle communications capabilities such as hotspot and/or access point connectivity for any one or more of the vehicle occupants and/or vehicle-to-vehicle communications.
Additionally, and while not specifically illustrated, the communications subsystem 350 can include one or more communications links (that can be wired or wireless) and/or communications busses (managed by the bus manager 574), including one or more of CANbus, OBD-II, ARCINC 429, Byteflight, CAN (Controller Area Network), D2B (Domestic Digital Bus), FlexRay, DC-BUS, IDB-1394, IEBus, I2C, ISO 9141-1/-2, J1708, J1587, J1850, J1939, ISO 11783, Keyword Protocol 2000, LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), Multifunction Vehicle Bus, SMARTwireX, SPI, VAN (Vehicle Area Network), and the like or in general any communications protocol and/or standard(s).
The various protocols and communications can be communicated one or more of wirelessly and/or over transmission media such as single wire, twisted pair, fiber optic, IEEE 1394, MIL-STD-1553, MIL-STD-1773, power-line communication, or the like. (All of the above standards and protocols are incorporated herein by reference in their entirety).
As discussed, the communications subsystem 350 enables communications between any of the inter-vehicle systems and subsystems as well as communications with non-collocated resources, such as those reachable over a network such as the Internet.
The communications subsystem 350, in addition to well-known componentry (which has been omitted for clarity), includes interconnected elements including one or more of: one or more antennas 504, an interleaver/deinterleaver 508, an analog front end (AFE) 512, memory/storage/cache 516, controller/microprocessor 520, MAC circuitry 522, modulator/demodulator 524, encoder/decoder 528, a plurality of connectivity managers 534, 558, 562, 566, GPU 540, accelerator 544, a multiplexer/demultiplexer 552, transmitter 570, receiver 572 and additional wireless radio components such as a Wi-Fi PHY/Bluetooth® module 580, a Wi-Fi/BT MAC module 584, additional transmitter(s) 588 and additional receiver(s) 592. The various elements in the device 350 are connected by one or more links/busses 5 (not shown, again for sake of clarity).
The device 350 can have one more antennas 504, for use in wireless communications such as multi-input multi-output (MIMO) communications, multi-user multi-input multi-output (MU-MIMO) communications Bluetooth®, LTE, 4G, 5G, Near-Field Communication (NFC), etc., and in general for any type of wireless communications. The antenna(s) 504 can include, but are not limited to one or more of directional antennas, omnidirectional antennas, monopoles, patch antennas, loop antennas, microstrip antennas, dipoles, and any other antenna(s) suitable for communication transmission/reception. In an exemplary embodiment, transmission/reception using MIMO may require particular antenna spacing. In another exemplary embodiment, MIMO transmission/reception can enable spatial diversity allowing for different channel characteristics at each of the antennas. In yet another embodiment, MIMO transmission/reception can be used to distribute resources to multiple users for example within the vehicle 100 and/or in another vehicle.
Antenna(s) 504 generally interact with the Analog Front End (AFE) 512, which is needed to enable the correct processing of the received modulated signal and signal conditioning for a transmitted signal. The AFE 512 can be functionally located between the antenna and a digital baseband system in order to convert the analog signal into a digital signal for processing and vice-versa.
The subsystem 350 can also include a controller/microprocessor 520 and a memory/storage/cache 516. The subsystem 350 can interact with the memory/storage/cache 516 which may store information and operations necessary for configuring and transmitting or receiving the information described herein. The memory/storage/cache 516 may also be used in connection with the execution of application programming or instructions by the controller/microprocessor 520, and for temporary or long term storage of program instructions and/or data. As examples, the memory/storage/cache 520 may comprise a computer-readable device, RAM, ROM, DRAM, SDRAM, and/or other storage device(s) and media.
The controller/microprocessor 520 may comprise a general purpose programmable processor or controller for executing application programming or instructions related to the subsystem 350. Furthermore, the controller/microprocessor 520 can perform operations for configuring and transmitting/receiving information as described herein. The controller/microprocessor 520 may include multiple processor cores, and/or implement multiple virtual processors. Optionally, the controller/microprocessor 520 may include multiple physical processors. By way of example, the controller/microprocessor 520 may comprise a specially configured Application Specific Integrated Circuit (ASIC) or other integrated circuit, a digital signal processor(s), a controller, a hardwired electronic or logic circuit, a programmable logic device or gate array, a special purpose computer, or the like.
The subsystem 350 can further include a transmitter(s) 570, 588 and receiver(s) 572, 592 which can transmit and receive signals, respectively, to and from other devices, subsystems and/or other destinations using the one or more antennas 504 and/or links/busses. Included in the subsystem 350 circuitry is the medium access control or MAC Circuitry 522. MAC circuitry 522 provides for controlling access to the wireless medium. In an exemplary embodiment, the MAC circuitry 522 may be arranged to contend for the wireless medium and configure frames or packets for communicating over the wired/wireless medium.
The subsystem 350 can also optionally contain a security module (not shown). This security module can contain information regarding but not limited to, security parameters required to connect the device to one or more other devices or other available network(s), and can include WEP or WPA/WPA-2 (optionally+AES and/or TKIP) security access keys, network keys, etc. The WEP security access key is a security password used by Wi-Fi networks. Knowledge of this code can enable a wireless device to exchange information with an access point and/or another device. The information exchange can occur through encoded messages with the WEP access code often being chosen by the network administrator. WPA is an added security standard that is also used in conjunction with network connectivity with stronger encryption than WEP.
In some embodiments, the communications subsystem 350 also includes a GPU 540, an accelerator 544, a Wi-Fi/BT/BLE (Bluetooth® Low-Energy) PHY module 580 and a Wi-Fi/BT/BLE MAC module 584 and optional wireless transmitter 588 and optional wireless receiver 592. In some embodiments, the GPU 540 may be a graphics processing unit, or visual processing unit, comprising at least one circuit and/or chip that manipulates and changes memory to accelerate the creation of images in a frame buffer for output to at least one display device. The GPU 540 may include one or more of a display device connection port, printed circuit board (PCB), a GPU chip, a metal-oxide-semiconductor field-effect transistor (MOSFET), memory (e.g., single data rate random-access memory (SDRAM), double data rate random-access memory (DDR) RAM, etc., and/or combinations thereof), a secondary processing chip (e.g., handling video out capabilities, processing, and/or other functions in addition to the GPU chip, etc.), a capacitor, heatsink, temperature control or cooling fan, motherboard connection, shielding, and the like.
The various connectivity managers 534, 558, 562, 566 manage and/or coordinate communications between the subsystem 350 and one or more of the systems disclosed herein and one or more other devices/systems. The connectivity managers 534, 558, 562, 566 include a charging connectivity manager 534, a vehicle datastore connectivity manager 558, a remote operating system connectivity manager 562, and a sensor connectivity manager 566.
The charging connectivity manager 534 can coordinate not only the physical connectivity between the vehicle 100 and a charging device/vehicle, but can also communicate with one or more of a power management controller, one or more third parties and optionally a billing system(s). As an example, the vehicle 100 can establish communications with the charging device/vehicle to one or more of coordinate interconnectivity between the two (e.g., by spatially aligning the charging receptacle on the vehicle with the charger on the charging vehicle) and optionally share navigation information. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. In addition to being able to manage connectivity for the exchange of power, the charging connectivity manager 534 can also communicate information, such as billing information to the charging vehicle and/or a third party. This billing information could be, for example, the owner of the vehicle, the driver/occupant(s) of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received.
The vehicle datastore connectivity manager 558 allows the subsystem to receive and/or share information stored in the vehicle datastore. This information can be shared with other vehicle components/subsystems and/or other entities, such as third parties and/or charging systems. The information can also be shared with one or more vehicle occupant devices, such as an app (application) on a mobile device the driver uses to track information about the vehicle 100 and/or a dealer or service/maintenance provider. In general, any information stored in the vehicle datastore can optionally be shared with any one or more other devices optionally subject to any privacy or confidentially restrictions.
The remote operating system connectivity manager 562 facilitates communications between the vehicle 100 and any one or more autonomous vehicle systems. These communications can include one or more of navigation information, vehicle information, other vehicle information, weather information, occupant information, or in general any information related to the remote operation of the vehicle 100.
The sensor connectivity manager 566 facilitates communications between any one or more of the vehicle sensors (e.g., the driving vehicle sensors and systems 304, etc.) and any one or more of the other vehicle systems. The sensor connectivity manager 566 can also facilitate communications between any one or more of the sensors and/or vehicle systems and any other destination, such as a service company, app, or in general to any destination where sensor data is needed.
In accordance with one exemplary embodiment, any of the communications discussed herein can be communicated via the conductor(s) used for charging. One exemplary protocol usable for these communications is Power-line communication (PLC). PLC is a communication protocol that uses electrical wiring to simultaneously carry both data, and Alternating Current (AC) electric power transmission or electric power distribution. It is also known as power-line carrier, power-line digital subscriber line (PDSL), mains communication, power-line telecommunications, or power-line networking (PLN). For DC environments in vehicles PLC can be used in conjunction with CAN-bus, LIN-bus over power line (DC-LIN) and DC-BUS.
The communications subsystem can also optionally manage one or more identifiers, such as an IP (Internet Protocol) address(es), associated with the vehicle and one or other system or subsystems or components and/or devices therein. These identifiers can be used in conjunction with any one or more of the connectivity managers as discussed herein.
The computing environment 600 may also include one or more servers 614, 616. In this example, server 614 is shown as a web server and server 616 is shown as an application server. The web server 614, which may be used to process requests for web pages or other electronic documents from computing devices 604, 608, 612. The web server 614 can be running an operating system including any of those discussed above, as well as any commercially-available server operating systems. The web server 614 can also run a variety of server applications, including SIP (Session Initiation Protocol) servers, HTTP(s) servers, FTP servers, CGI servers, datastore servers, Java® servers, and the like. In some instances, the web server 614 may publish operations available operations as one or more web services.
The computing environment 600 may also include one or more file and or/application servers 616, which can, in addition to an operating system, include one or more applications accessible by a client running on one or more of the computing devices 604, 608, 612. The server(s) 616 and/or 614 may be one or more general purpose computers capable of executing programs or scripts in response to the computing devices 604, 608, 612. As one example, the server 616, 614 may execute one or more web applications. The web application may be implemented as one or more scripts or programs written in any programming language, such as Java®, C, C#®, or C++, and/or any scripting language, such as Perl, Python, or TCL, as well as combinations of any programming/scripting languages. The application server(s) 616 may also include datastore servers, including without limitation those commercially available from Oracle®, Microsoft®, Sybase®, IBM® and the like, which can process requests from datastore clients running on a computing device 604, 608, 612.
The web pages created by the server 614 and/or 616 may be forwarded to a computing device 604, 608, 612 via a web (file) server 614, 616. Similarly, the web server 614 may be able to receive web page requests, web services invocations, and/or input data from a computing device 604, 608, 612 (e.g., a user computer, etc.) and can forward the web page requests and/or input data to the web (application) server 616. In further embodiments, the server 616 may function as a file server. Although for ease of description,
The computing environment 600 may also include a datastore 618. The datastore 618 may reside in a variety of locations. By way of example, datastore 618 may reside on a storage medium local to (and/or resident in) one or more of the computers 604, 608, 612, 614, 616. Alternatively, it may be remote from any or all of the computers 604, 608, 612, 614, 616, and in communication (e.g., via the network 352) with one or more of these. The datastore 618 may reside in a storage-area network (“SAN”) familiar to those skilled in the art. Similarly, any necessary files for performing the functions attributed to the computers 604, 608, 612, 614, 616 may be stored locally on the respective computer and/or remotely, as appropriate. The datastore 618 may be a relational datastore, such as Oracle 20i®, that is adapted to store, update, and retrieve data in response to SQL-formatted commands.
The computer system 700 may additionally include a computer-readable storage media reader 724; a communications system 728 (e.g., a modem, a network card (wireless or wired), an infra-red communication device, etc.); and working memory 736, which may include RAM and ROM devices as described above. The computer system 700 may also include a processing acceleration unit 732, which can include a DSP, a special-purpose processor, and/or the like.
The computer-readable storage media reader 724 can further be connected to a computer-readable storage medium, together (and, optionally, in combination with storage device(s) 720) comprehensively representing remote, local, fixed, and/or removable storage devices plus storage media for temporarily and/or more permanently containing computer-readable information. The communications system 728 may permit data to be exchanged with a network and/or any other computer described above with respect to the computer environments described herein. Moreover, as disclosed herein, the term “storage medium” may represent one or more devices for storing data, including read only memory (ROM), random access memory (RAM), magnetic RAM, core memory, magnetic disk storage mediums, optical storage mediums, flash memory devices and/or other machine readable mediums for storing information.
The computer system 700 may also comprise software elements, shown as being currently located within a working memory 736, including an operating system 740 and/or other code 744. It should be appreciated that alternate embodiments of a computer system 700 may have numerous variations from that described above. For example, customized hardware might also be used, and/or particular elements might be implemented in hardware, software (including portable software, such as applets), or both. Further, connection to other computing devices such as network input/output devices may be employed.
Examples of the processors 340, 708 as described herein may include, but are not limited to, at least one of Qualcomm® Snapdragon® 800 and 801, Qualcomm® Snapdragon® 620 and 615 with 4G LTE Integration and 64-bit computing, Apple® A7 processor with 64-bit architecture, Apple® M7 motion coprocessors, Samsung® Exynos® series, the Intel® Core™ family of processors, the Intel® Xeon® family of processors, the Intel® Atom™ family of processors, the Intel Itanium® family of processors, Intel® Core® i5-4670K and i7-4770K 22 nm Haswell, Intel® Core® i5-3570K 22 nm Ivy Bridge, the AMD® FX™ family of processors, AMD® FX-4300, FX-6300, and FX-8350 32 nm Vishera, AMD® Kaveri processors, Texas Instruments® Jacinto C6000™ automotive infotainment processors, Texas Instruments® OMAP™ automotive-grade mobile processors, ARM® Cortex™-M processors, ARM® Cortex-A and ARM926EJ-S™ processors, other industry-equivalent processors, and may perform computational functions using any known or future-developed standard, instruction set, libraries, and/or architecture.
An embodiment of a map or route selection diagram 800 may be as show in
The routes may be from the starting location 808 to one or more of the locations shown in map 800. For example, one route 836 may be from the house 804 to the factory 808. Another or second route 840 may be from the house 804 to a corporate headquarters 828. A third route 844 may also be from the house 804 but to a retail location 832. Each of these routes 836, 840, 844 may be traveled during certain times, during certain days, under certain circumstances. etc. Based on this context information, the vehicle 100 can determine a predicted route based on the context of the current driving situation. For example, the user may be more likely to go to retail location 832 than to the factory 808 on a weekend. Thus, the prediction of a route can be based on time of day, who's in the vehicle, and other information. As such, the vehicle 100 can provide a predicted route based on various factors, as explained hereinafter.
Embodiments of data structures, which may be stored in the navigation source 356, for conducting the predictive route processes as described herein may be as shown in
At least some of the data in the GIS datastore 904 may be similar to or the same as data structure 908, shown in
A trip identifier 912 can be any type of identifier, such as, a numeric, alphanumeric, globally unique identifier (GUID), or other type of identifier. The trip identifier 912 uniquely identifies the trip, in data structure 908, from other data structures 908 describing other trips.
The latitude 916 and longitude 920 can be a series of latitudes and longitudes taken periodically along a route during the trip. As such, latitudes and longitudes 916, 920 represent several different geographical locations and/or measurements of the trip which can, over the course of the trip, show the route taken by the user.
The date and timestamp 924 can provide when, on which date, and at what time the trip was taken. Thus, the date can be any type of month/day/year format, while the time can be any type of clock format, such as, a 24-hour clock.
The start and stop locations 928 can be the latitude and longitude 916, 920 of the start location and/or stop location. For example, the start location 928 can be the latitude and longitude of the house 804. The stop location 928 can also be the latitude and longitude of an end location, for example, the shopping center 832. These start and stop locations 928 provide for end locations that then can be mapped for one or more different routes that may be used as predicted routes.
Metadata 932 can include other type of data that may be used to predict the route based on a current context of the driving situation. An example of metadata 932 may be as shown in
A season 944 can represent, for example, the season of the year (e.g., fall, summer, winter, spring). In other circumstances, a season 944 can represent a summer season, when children are no longer in school, and an in-school season 944. There may be other ways to recognize the season of the year, which are contemplated herein.
The day of the week 948 can represent which day of the week it is during the trip. For example, the day of the week 948 can designate whether today is a Monday, Tuesday, Wednesday, etc. A day of the week 948 may also identify whether the day is a workday or a weekend. The day of the week 948 may also designate whether or not the day is a holiday or some other type of special event, which may change how the vehicle 100 predicts a route.
A state of charge 952 can indicate the amount of charge available when beginning a trip designated by data structure 908, or the amount of charge used during the trip, in data structure 908. As such, the state of charge 952 can indicate whether a stop at a charging station may be required for the predicted trip.
The number of passengers 956 can be the number of people within the vehicle including the driver or the number of people excluding the driver. The number of passengers 956 can indicate different events that may be occurring that may change the predicted route. The identity of the driver 960 can be any indication of an identity of the driver provided by sensors 337 within the vehicle 100. The identity 960 may also be a name or some other information that is provided by the user or the driver. This identity of the driver 960 can be correlated to a list of people that can drive the car and stored elsewhere in the navigation source 356. Similar to the identity of the drivers, the identities of the passengers 964 can be an indication of which passengers are in the vehicle 100 based on information from sensors 337 that can be used to correlate that person's features or characteristics to information within the navigation source 356. In some configurations, the identities of passengers 964 may not be known and that unknown passenger may be recorded for future use.
The calendar information 968 can include any information regarding a function or some other calendar input that helped trigger or route the trip designated in data structure 908. This calendar information 968 can include an event or appointment that the driver or one of the passengers had within their calendar. Further, the calendar information 968 can also indicate to-do lists or other types of tasks that may be required by the driver or passengers.
From the several trips in data structure 908, the navigation system 302 of the vehicle 100 can create one or more different data structures 978 which may indicate clustering of different types of trips, as shown in
A trip cluster ID 980 can be any type of ID similar to those IDs already described herein. For example, the trip cluster ID can be an alphanumeric, numeric, GUID, or other type of ID that uniquely identifies this trip cluster in relation to other trip clusters within the datastore 904. The trip cluster ID 980 can also be a pointer of some other type of information that points to the various information contained within the data structure 978. Further, there may be types of metadata that are associated with the trip cluster ID 980, for example, types of trip descriptors, destination names, or other information that may be used to identify the trip cluster.
The latitudes 916 and longitudes 920 can include various information related to latitudes and longitudes 916, 920, similar to that information described in conjunction with data structure 908, in
The start and stop locations 928 can be similar to the start and stop locations 928, in data structure 908 in
With each trip cluster 978, there may be a set of rankings or statistics 984. The rankings 984 can be a way of designating how often this trip was taken or the number of times this trip had been navigated by the user. There may be other statistics 984 associated with the trip cluster 978. For example, the statistics 984 can include statistics about times of usage, when trips were taken, what dates the trip was taken, number of passengers when used, and other types of statistics or information that allow for designation or determination of how the trip cluster may be related to current context of the driving situation.
To associate trips 908 into a trip cluster 978, various mathematical algorithms may be used. A similarity metric may be determined for pairs or sets of trips 908. Examples of similarity metrics include one or more of, but are not limited to: dynamic time warping, edit distance, and/or Frechet distance. Dynamic time warping may be an algorithm(s) for measuring similarity between two temporal sequences, which may vary in speed. For instance, similarities in driving could be detected using dynamic time warping, even if one person was driving faster than the other, or if there were accelerations and decelerations during the course of an observation. Dynamic time warping has been applied to any data that can be turned into a linear sequence. In general, dynamic time warping is a method that calculates an optimal match between two given routes with certain restrictions. The routes are “warped” non-linearly in the time dimension to determine a measure of their similarity independent of certain non-linear variations in the time dimension. This route alignment method is often used in time series classification. As a similarity measure between the two route sequences, a “warping path” can be produced, by warping according to this path, the two or more routes may be aligned in time. The route with an original set of points X(original), Y(original) is transformed to X(warped), Y(original). Routes of varying speed may be averaged using this technique to determine the average route section.
Edit distance can be a way of quantifying how dissimilar two routes (e.g., routes) are to one another by counting the minimum number of operations (e.g., units of distance, turns in a route, etc.) required to transform one route into the other. Different definitions of an edit distance use different sets of string operations. The Levenshtein distance operations are the removal, insertion, or substitution of a change in the string. Being the most common metric, the Levenshtein distance is usually what is meant by “edit distance”.
The Frechet distance can be a measure of similarity between curves that takes into account the location and ordering of the points along the curves. For example, a vehicle 100 may be traversing a finite curved path while traveling a first trip with the vehicle 100 may traverse a second curved path while traveling a second trip. If the vehicle 100 varies its speed to keep the path of the vehicle 100 as similar as the first trip as possible: the Fréchet distance between the two curves is the length of the shortest distance sufficient for both to traverse their separate paths. Note that the definition is symmetric with respect to the two curves—the Frechet distance would be the same if the second trip was first to be performed.
After determining which trips are related, other statistical functions may then determine a nominal trip associated with the trip cluster. For example, the location information for the routes may be determined by computing a nominal trip including one or more of, but are not limited to: a median, a mean, and/or the median and/or mean determined after applying a mode-seeking algorithm for example, a mean shift, which is a non-parametric feature-space analysis technique for locating the maxima of a density function.
A data store 1000 can include one or more data structures 1004, 1036 that relate to the context of the driving situation. The data structures 1004, 1036 may also be created for each trip 908, and be related thereto, by a pointer or as data appended to data structure 908. Data structure 1004 can include information regarding the driving situation for a vehicle 100. The data structure 1004 can include one or more of, but is not limited to, information about the traffic 1008, information about the weather 1012, information about construction sites 1016, information about accidents 1020, and/or route metadata 1024. There may be more or fewer fields than those shown in data structure 1004, as represented by ellipsis 1028. Each different commute may include a set of context information, therefore data store 1000 may include one or more data structures 1004, as represented ellipsis 1032. The data structure 1004, shown in
Traffic information 1008 can include any type of information about a number of cars on certain routes or roads, about speeds of travel, and other information regarding the different roadways, etc. used to travel from a start location to a stop location. This traffic information 1008 may be provided from an external source and provided to the processor 708 of the vehicle 100. In other configurations, the traffic 1008 may be shared from other vehicles that are also commuting along similar routes and provided directly to the vehicle 100.
Weather information 1012 can be any information about the current weather or climate conditions, for example, whether it is raining, snowing, etc. Further, the weather information 1012 can also include any type of road conditions that may be hazardous and result in detours or changes in the route. Construction information 1016 can include any type of information about areas where there is construction on the roadways that may cause traffic delays or cause rerouting of the vehicle 100. The accidents information 1020 can include information about current accidents on the roadway(s), which may be provided from an external source. The accidents information 1020 may also result in detouring around certain areas or not taking certain roadways during route selection.
Further, there may be one or more items of route metadata 1024 that can help with determining or establishing a context of the driving situation. Route metadata 1024 can include normal speeds on certain routes, number of traffic lights, number of cars usually commuting during that period, or other information. This route metadata 1024 can be used to determine a best route based on the context of that situation. Beyond the driving conditions or route conditions generally provided in data structure 1004, there may be other metadata 1024 in data structure 1036 regarding other information about the commute or context.
Data structure 1036, which also may be appended to data structure 908 or be provided for a current context, can provide even more information about the commute and/or the status of the vehicle 100 during a trip and may be as shown in
The season 1044 can describe the seasons, such as, fall, winter, summer, spring. In other configurations, the season 1044 may be designated by a sports seasons, by school openings and closures, etc. Season 1044 can include any information that is on or changes on a monthly, quarterly, yearly, or other basis. This season information 1044 allows for changing of the route prediction based on possible events that may be occurring during such a season.
The day of the week 1048 can include the typical day of the week, for example, Monday, Tuesday, etc. In other configurations, the day of the week 1048 may designate whether the day is a workday or a weekend day. Regardless, the day of the week 1048 provides information that may change driving routes based on what a user may be doing during that day.
The state of charge 1052 can provide information about the condition or charge state of the battery during or beginning a trip. State of charge 1052 can include the number of amp hours available in the battery, the driving distance possible by the battery, etc. State of charge 1052 can provide information as to whether the vehicle 100 may need to go to a charging station or other type of service station during a trip or upcoming trip. Alternatively, the state of charge 1052 can include information about the amount of gasoline or fuel in a vehicle with a combustion engine.
The number of passengers 1056 describes the number of people in the vehicle 100 including or excluding the driver. An identity of a driver 1016 and or passenger(s) 1064 may be an identity derived from information sent from the sensor 337, input by the driver and/or passenger(s), or obtained from some other source. The sensor data may be used to access information about people within the vehicle 100. The vehicle occupants may have previously registered, with the vehicle 100 or another system, and the retrieved information, from the vehicle 100 or other system, can identify the driver and or passenger(s). The sensor data used to determine the identity of the driver or passenger(s) may include data for facial recognition, voice recognition, password identification, or some other type of recognition. The identification or recognition information may then identify the driver and/or passenger(s) as part of the context and may be stored in fields 1060, 1064.
Calendar information 1068 can include any information retrieved from a calendar provided from an eternal source or stored with the vehicle 100. The calendar information 1068 can relate to the driver of the vehicle 100 and/or one or more of the passengers. Calendar information 1068 can include any type of meeting that may be scheduled or upcoming. Further, the calendar information 1068 can include to-do items on a driver or passenger's to-do list that may dictate the route during a trip. For example, a to-do item to buy a Cub Scout's uniform may dictate a trip to a retail location.
An embodiment of a method 1100 for storing information regarding typical routes may be as shown in
The location module 333 of the navigation system 302 can receive a route request, form a vehicle control system 348 or other input source, in step 1108. The route request can be a user input entered, in a user interface, that requests a destination. Based on the destination and possible other factors, the location module 333 can determine a route. This route information for the determine route can be stored by the location module 333. In other configurations, the location module 333 monitors a route driven manually by the driver and stores route information as if it was a route request. Regardless, the location information about the route and metadata about that route can be collected by the location module 333 for the data structure 908 as latitude(s) 916, longitude(s) 920, and/or other information described in conjunction with data structures 908, 932, 1004, and/or 1036.
The location module 333 may then store, in step 1112, the route information gathered in step 1108. Thus, any information, as described in conjunction with data structures with data structures 908, 932, 1004, and/or 1036, may be stored by the location module 333 in the maps database 335 and/or the navigation source 356. This route and context information may be collected automatically based on the routes driven or requested by the user and/or the context or situation associated with the routes driven. In some configurations, the location module 333 can determine a route was driven based upon the vehicle 100 starting a trip (starting to move) and then stopping at some destination. A stop may be determined by a predetermined amount of time at which the vehicle 100 loiters at a location and/or based on the driver turning off the vehicle 100. When a driver and/or passenger is present in the vehicle 100, but before traveling, and during the vehicle 100 driving a route, the route and context information may be gathered either in real time, over the course of the route, and/or for some time after reaching a destination. the location module 333 may then store the gathered information into data structures 908, 932, 1004, and/or 1036. The location module 333 stores the data structures 908, 932, 1004, and/or 1036 into memory 344 for later use as maps data 335 or may store the information at an external source 356.
The location module 333 may then aggregate the route data by taking two or more routes and comparing similarities thereto. These similarities, determined by one or more of the processes described previously, may then determine whether a trip cluster may be created based on the amount of similarity between the two or more routes. For example, if the routes are within certain number of standard deviations apart from a mean, which may be based on small differences in latitude and longitude during the routes, the routes may be aggregated together into sets of similar routes that can form a route cluster.
If there is similarity, the location module 333 can determine that there is a route cluster, in step 1120. Thus, after aggregating the data into similar groups, the location module 333 can determine if the similarity is strong enough and/or there are enough routes in the grouping to determine that there is a route cluster. The determination may be based on statistical data, ranking the similarities of the groups, and/or other processes described herein. If there the location module 333 determine a route cluster exists, the route cluster 978 may be created.
Then, metadata about the route clusters may be generated, in step 1124. The metadata may include any of the information provided in data structure 1004 and/or 1036. This generated route metadata 1004 and/or 1036 can then be used in future route predictions to match the driving context to the metadata 1004 and/or 1036 to determine a trip cluster that may apply to the driving context.
An embodiment of a method 1200 for route prediction and/or determination may be shown in
The location module 333 can receive an indication that a route may be requested, in step 1208. The indication may an inadvertent or intentional input from a user, for example, turning on the vehicle 100, entering the vehicle 100, the driver engaging an accelerator, etc. In other configurations, the user may provide an intentional user interface input, such as touch a user interface control on a touchscreen or other user interface input device, provide a voice input, or make some other type of indication that they want a route predicted or may want a route provided. In other circumstances, the user may begin driving in a direction that may indicate a certain route, in which case, the location module 333 can determine that a route may be needed or should be provided.
In response to the indication received, in step 1208, the location module 333 may then determine the current driving context, in step 1212. The driving context can be any information about the current traffic conditions, as described in conjunction with
The location module 333 may then use this current context information to correlate the current context with metadata of one or more of the route clusters, in step 1216. As explained previously, the context may be compared to metadata of one or more trip cluster(s) 978 and/or information of the underlying trips stored in data structures 908, 932, 1004, and/or 1036. When a similarity or correlation is made that the current driving context is the same as or similar to one of the trip clusters, the location module 333 can obtain that route information for the trip cluster 978.
The highest-ranked route 908 or route cluster 978 may be used as a predicted route. As such, the location module 333 can suggest the best route based on the correlations, in step 2020. This suggestion may be made automatically without a user requesting such correlation or route. For example, the location module 333 can determine the most likely route to be taken by the user based on the context and/or the comparison to the trip clusters and provide that route automatically to the map in view of the user and/or the vehicle control subsystem 348.
The user may accept the suggested route or may decline such route. If the route is declined, the user may be provided another route based on the second most likely route. This interaction may continue until the predicted route is agreed upon by the user. In other configurations, the route prediction may be automatic and may prompt automated driving of the car without user input. Thus, any route predicted may be manually driven by the user or may be automatically driven by an autonomous vehicle.
As more and more data about certain trips and driving contexts are provided to the location module 333, the predicted routes become more and more accurate. Thus, over a course of time, the user input verifying the predicted route may not be needed and the predicted route may be sufficiently accurate to predict the route accurately without user input.
Any of the steps, functions, and operations discussed herein can be performed continuously and automatically.
The exemplary systems and methods of this disclosure have been described in relation to vehicle systems and electric vehicles. However, to avoid unnecessarily obscuring the present disclosure, the preceding description omits a number of known structures and devices. This omission is not to be construed as a limitation of the scope of the claimed disclosure. Specific details are set forth to provide an understanding of the present disclosure. It should, however, be appreciated that the present disclosure may be practiced in a variety of ways beyond the specific detail set forth herein.
Furthermore, while the exemplary embodiments illustrated herein show the various components of the system collocated, certain components of the system can be located remotely, at distant portions of a distributed network, such as a LAN and/or the Internet, or within a dedicated system. Thus, it should be appreciated, that the components of the system can be combined into one or more devices, such as a server, communication device, or collocated on a particular node of a distributed network, such as an analog and/or digital telecommunications network, a packet-switched network, or a circuit-switched network. It will be appreciated from the preceding description, and for reasons of computational efficiency, that the components of the system can be arranged at any location within a distributed network of components without affecting the operation of the system.
Furthermore, it should be appreciated that the various links connecting the elements can be wired or wireless links, or any combination thereof, or any other known or later developed element(s) that is capable of supplying and/or communicating data to and from the connected elements. These wired or wireless links can also be secure links and may be capable of communicating encrypted information. Transmission media used as links, for example, can be any suitable carrier for electrical signals, including coaxial cables, copper wire, and fiber optics, and may take the form of acoustic or light waves, such as those generated during radio-wave and infra-red data communications.
While the flowcharts have been discussed and illustrated in relation to a particular sequence of events, it should be appreciated that changes, additions, and omissions to this sequence can occur without materially affecting the operation of the disclosed embodiments, configuration, and aspects.
A number of variations and modifications of the disclosure can be used. It would be possible to provide for some features of the disclosure without providing others.
In yet another embodiment, the systems and methods of this disclosure can be implemented in conjunction with a special purpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit element(s), an ASIC or other integrated circuit, a digital signal processor, a hard-wired electronic or logic circuit such as discrete element circuit, a programmable logic device or gate array such as PLD, PLA, FPGA, PAL, special purpose computer, any comparable means, or the like. In general, any device(s) or means capable of implementing the methodology illustrated herein can be used to implement the various aspects of this disclosure. Exemplary hardware that can be used for the present disclosure includes computers, handheld devices, telephones (e.g., cellular, Internet enabled, digital, analog, hybrids, and others), and other hardware known in the art. Some of these devices include processors (e.g., a single or multiple microprocessors), memory, nonvolatile storage, input devices, and output devices. Furthermore, alternative software implementations including, but not limited to, distributed processing or component/object distributed processing, parallel processing, or virtual machine processing can also be constructed to implement the methods described herein.
In yet another embodiment, the disclosed methods may be readily implemented in conjunction with software using object or object-oriented software development environments that provide portable source code that can be used on a variety of computer or workstation platforms. Alternatively, the disclosed system may be implemented partially or fully in hardware using standard logic circuits or VLSI design. Whether software or hardware is used to implement the systems in accordance with this disclosure is dependent on the speed and/or efficiency requirements of the system, the particular function, and the particular software or hardware systems or microprocessor or microcomputer systems being utilized.
In yet another embodiment, the disclosed methods may be partially implemented in software that can be stored on a storage medium, executed on programmed general-purpose computer with the cooperation of a controller and memory, a special purpose computer, a microprocessor, or the like. In these instances, the systems and methods of this disclosure can be implemented as a program embedded on a personal computer such as an applet, JAVA® or CGI script, as a resource residing on a server or computer workstation, as a routine embedded in a dedicated measurement system, system component, or the like. The system can also be implemented by physically incorporating the system and/or method into a software and/or hardware system.
Although the present disclosure describes components and functions implemented in the embodiments with reference to particular standards and protocols, the disclosure is not limited to such standards and protocols. Other similar standards and protocols not mentioned herein are in existence and are considered to be included in the present disclosure. Moreover, the standards and protocols mentioned herein, and other similar standards and protocols not mentioned herein are periodically superseded by faster or more effective equivalents having essentially the same functions. Such replacement standards and protocols having the same functions are considered equivalents included in the present disclosure.
The present disclosure, in various embodiments, configurations, and aspects, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those of skill in the art will understand how to make and use the systems and methods disclosed herein after understanding the present disclosure. The present disclosure, in various embodiments, configurations, and aspects, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments, configurations, or aspects hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease, and/or reducing cost of implementation.
The foregoing discussion of the disclosure has been presented for purposes of illustration and description. The foregoing is not intended to limit the disclosure to the form or forms disclosed herein. In the foregoing Detailed Description for example, various features of the disclosure are grouped together in one or more embodiments, configurations, or aspects for the purpose of streamlining the disclosure. The features of the embodiments, configurations, or aspects of the disclosure may be combined in alternate embodiments, configurations, or aspects other than those discussed above. This method of disclosure is not to be interpreted as reflecting an intention that the claimed disclosure requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment, configuration, or aspect. Thus, the following claims are hereby incorporated into this Detailed Description, with each claim standing on its own as a separate preferred embodiment of the disclosure.
Moreover, though the description of the disclosure has included description of one or more embodiments, configurations, or aspects and certain variations and modifications, other variations, combinations, and modifications are within the scope of the disclosure, e.g., as may be within the skill and knowledge of those in the art, after understanding the present disclosure. It is intended to obtain rights, which include alternative embodiments, configurations, or aspects to the extent permitted, including alternate, interchangeable and/or equivalent structures, functions, ranges, or steps to those claimed, whether or not such alternate, interchangeable and/or equivalent structures, functions, ranges, or steps are disclosed herein, and without intending to publicly dedicate any patentable subject matter.
Embodiments include a vehicle, comprising: a sensor to sense an environment associated with the vehicle and to gather information about a context associated with a trip by the vehicle; a memory to store data associated with two or more route clusters that aggregate two or more similar past trips; a processor in communication with the sensor and the memory, the processor to: receive an indication that a route for the trip is requested; receive the information about the context associated with the trip; determine the context; correlate the context with a route cluster based on the context; and based on the correlation, automatically predict a route of travel for a user.
Any of the one or more above aspects, wherein the indication is inadvertent or intentional.
Any of the one or more above aspects, wherein the indication is one or more of a user turning on the vehicle, a user entering the vehicle, a user engaging an accelerator, and/or a user providing a user input.
Any of the one or more above aspects, wherein at least some of information about the context received by the processor comes from an external source.
Any of the one or more above aspects, wherein the context is one or more of information about the traffic, information about the weather, information about construction sites, information about accidents, season information, a day of a week information, a state of charge 1052, a number of passengers, an identity of the driver, an identity of a passenger, and/or calendar information.
Any of the one or more above aspects, wherein the processor further to determine a similarity between the aggregated two or more past trips.
Any of the one or more above aspects, wherein the processor determines the similarity using one or more of dynamic time warping, an edit distance, and/or a Frechet distance.
Any of the one or more above aspects, wherein the predicted route is a mean of the two more aggregated routes associated with the trip cluster.
Any of the one or more above aspects, the processor further to: receive a route request for a second route; store first route information about the second route; aggregate the second route information with second route information associated with a third route; and determine the first route information and the second route information form a second route cluster.
Any of the one or more above aspects, the processor further to generate metadata associated with the second route cluster.
Any of the one or more above aspects, wherein the metadata comprises a second context associated with the second route cluster.
Embodiments also include a method, comprising: a sensor sensing an environment associated with a vehicle; the sensor gathering first context information about a context associated with a trip by the vehicle; the sensor sending the context information to a processor; a communication system receiving second context information about the context from an external source; the communication system sending the second context information to the processor; a memory storing data associated with two or more route clusters that aggregate two or more similar past trips; the processor receiving an indication that a route for the trip is requested; the processor receiving the first context information and the second context information about the context associated with the trip; the processor determining the context; the processor correlating the context with a route cluster based on the context; and based on the correlation, the processor automatically predicting a route of travel for a user.
Any of the one or more above aspects, wherein the indication is inadvertent or intentional, and wherein the indication is one or more of a user turning on the vehicle, a user entering the vehicle, a user engaging an accelerator, and/or a user providing a user input.
Any of the one or more above aspects, wherein the first context information and/or the second context information is one or more of information about the traffic, information about the weather, information about construction sites, information about accidents, season information, a day of a week information, a state of charge 1052, a number of passengers, an identity of the driver, an identity of a passenger, and/or calendar information.
Any of the one or more above aspects, further comprising: the processor determining a similarity between the aggregated two or more past trips, wherein the processor determines the similarity using one or more of dynamic time warping, an edit distance, and/or a Frechet distance.
Any of the one or more above aspects, wherein the predicted route is a mean of the two more aggregated routes associated with the trip cluster.
Any of the one or more above aspects, further comprising: receiving a route request for a second route; storing first route information about the second route; aggregating the first route information with second route information associated with a third route; determining the first route information and the second route information form a second route cluster; and generating metadata associated with the second route cluster, wherein the metadata comprises a second context associated with the second route cluster.
Embodiments also include a non-transitory information storage media having stored thereon one or more instructions, that when executed by a processor associated with a vehicle, cause the processor to perform a method, the method comprising: receiving a route request for a route of travel for the vehicle; storing first route information about the route; aggregating the first route information with second route information associated with a second route; determining the first route information and the second route information form a first route cluster; and generating metadata associated with the first route cluster, wherein the metadata comprises a first context associated with the first route cluster.
Any of the one or more above aspects, further comprising: gathering first context information about a second context associated with a second trip by the vehicle; receiving second context information about the second context from an external source; retrieving data associated with the first route cluster; receiving an indication that a second route for the second trip is requested; receiving the first context information and the second context information about the second context associated with the second trip; determining the second context; correlating the second context with the first context of the first route cluster; and based on the correlation, automatically predicting a second route of travel is similar to the route.
Any of the one or more above aspects, further comprising providing the route to a user.
Any one or more of the aspects/embodiments as substantially disclosed herein.
Any one or more of the aspects/embodiments as substantially disclosed herein optionally in combination with any one or more other aspects/embodiments as substantially disclosed herein.
One or means adapted to perform any one or more of the above aspects/embodiments as substantially disclosed herein.
The phrases “at least one,” “one or more,” “or,” and “and/or” are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C,” “A, B, and/or C,” and “A, B, or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together.
The term “a” or “an” entity refers to one or more of that entity. As such, the terms “a” (or “an”), “one or more,” and “at least one” can be used interchangeably herein. It is also to be noted that the terms “comprising,” “including,” and “having” can be used interchangeably.
The term “automatic” and variations thereof, as used herein, refers to any process or operation, which is typically continuous or semi-continuous, done without material human input when the process or operation is performed. However, a process or operation can be automatic, even though performance of the process or operation uses material or immaterial human input, if the input is received before performance of the process or operation. Human input is deemed to be material if such input influences how the process or operation will be performed. Human input that consents to the performance of the process or operation is not deemed to be “material.”
Aspects of the present disclosure may take the form of an embodiment that is entirely hardware, an embodiment that is entirely software (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a “circuit,” “module,” or “system.” Any combination of one or more computer-readable medium(s) may be utilized. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium.
A computer-readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium may be any tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device.
A computer-readable signal medium may include a propagated data signal with computer-readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer-readable signal medium may be any computer-readable medium that is not a computer-readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any appropriate medium, including, but not limited to, wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
The terms “determine,” “calculate,” “compute,” and variations thereof, as used herein, are used interchangeably and include any type of methodology, process, mathematical operation or technique.
The term “dynamic time warping” refers to an algorithm, in time series analysis, for measuring similarity between two temporal sequences, which may vary in speed. For instance, similarities in walking could be detected using dynamic time warping, even if one person was walking faster than the other, or if there were accelerations and decelerations during the course of an observation. Dynamic time warping can be applied to temporal sequences of video, audio, and graphics data. Any data can be turned into a linear sequence for analysis by dynamic time warping. Dynamic time warping calculates an optimal match between two given sequences (e.g. time series) with certain restrictions. The sequences are “warped” non-linearly in the time dimension to determine a measure of their similarity independent of certain non-linear variations in the time dimension. This sequence alignment method is often used in time series classification. Although dynamic time warping measures a distance-like quantity between two given sequences, it generally is unable to guarantee the triangle inequality to hold. In addition to a similarity measure between the two sequences, a so called “warping path” is commonly produced, by warping according to this path two time-varying sequences of information may be aligned in time, e.g., the signal with an original set of points X(original), Y(original) is transformed to X(warped), Y(original).
The term “edit distance” refers to an algorithm for quantifying how dissimilar two strings (e.g., words) are to one another by counting the minimum number of operations required to transform one string into the other. Different definitions of an edit distance use different sets of string operations. The Levenshtein distance operations are the removal, insertion, or substitution of a character in the string. Being the most common metric, the Levenshtein distance is usually what is meant by “edit distance”. Various other edit distance algorithms include: Hirschberg's algorithm that computes the optimal alignment of two strings, where optimality is defined as minimizing edit distance and approximate string matching which is formulated in terms of edit distance. Ukkonen's 1985 algorithm takes a string p, called the pattern, and a constant k; it then builds a deterministic finite state automaton that finds, in an arbitrary string s, a substring whose edit distance top is at most k (cf. the Aho-Corasick algorithm, which similarly constructs an automaton to search for any of a number of patterns, but without allowing edit operations). A similar algorithm for approximate string matching is the bitmap algorithm, also defined in terms of edit distance.
The term “electric vehicle” (EV), also referred to herein as an electric drive vehicle, may use one or more electric motors or traction motors for propulsion. An electric vehicle may be powered through a collector system by electricity from off-vehicle sources, or may be self-contained with a battery or generator to convert fuel to electricity. An electric vehicle generally includes a rechargeable electricity storage system (RESS) (also called Full Electric Vehicles (FEV)). Power storage methods may include: chemical energy stored on the vehicle in on-board batteries (e.g., battery electric vehicle or BEV), on board kinetic energy storage (e.g., flywheels), and/or static energy (e.g., by on-board double-layer capacitors). Batteries, electric double-layer capacitors, and flywheel energy storage may be forms of rechargeable on-board electrical storage.
The term “Frechet distance” refers to an algorithm for measuring a similarity between curves that takes into account the location and ordering of the points along the curves. The weak Fréchet distance is a variant of the classical Fréchet distance without the requirement that the endpoints move monotonically along their respective curves. Alt and Godau describe a simpler algorithm to compute the weak Fréchet distance between polygonal curves, based on computing minimax paths in an associated grid graph. The discrete Fréchet distance, also called the coupling distance, is an approximation of the Fréchet metric for polygonal curves. The discrete Fréchet distance considers only positions of an object where its endpoints are located at vertices of the two polygonal curves and never in the interior of an edge. This special structure allows the discrete Fréchet distance to be computed in polynomial time by an easy dynamic programming algorithm. When the two curves are embedded in a metric space other than Euclidean space, such as a polyhedral terrain or some Euclidean space with obstacles, the distance between two points on the curves is most naturally defined as the length of the shortest path between them. The object is required to be a geodesic joining its endpoints. The resulting metric between curves is called the geodesic Fréchet distance.
The term “route,” as used herein, can refer to a way or course taken in getting from a starting point (e.g., an origination point) to a destination point. If two routes are not exact, but generally go from the same starting point to the same destination point, with minor differences in the course taken, the two routes may be deemed similar.
The term “trip,” as used herein, can refer to an act of going to a place, such as a journey or excursion, using a vehicle.
The term “route cluster,” as used herein, can refer to an aggregation of two or more past trips that have the same destination, similar routes, and a similar context. Further, the routes in the route cluster may also have the same or similar origination point. The similarity between the routes in the route cluster may be statistically significant. Further, the similarity between the routes in the route cluster may be determined by various mathematical algorithms, for example, dynamic time warping, an edit distance, and/or a Frechet distance (other algorithms may also be used). The route information used to determine the similarity between the routes in the route cluster may be gathered from automated sources, for example, sensors associated with a vehicle, from data sources internal or external to the vehicle, from input by a user, etc. The route information about the past trips of routes in the route cluster can be based on the context and/or waypoints or segments of the past routes.
The term “context,” as used herein, can refer to any circumstances that form the setting for a trip or route, where the circumstances can be expressed in terms which can be fully understood and assessed by the vehicle navigation system. The context can be used to determine the similarity between the routes in the route cluster or may determine the similarity between a current set of circumstances and those of a route cluster. The context may be gathered from automated sources, for example, sensors associated with a vehicle, from data sources internal or external to the vehicle, from input by a user, etc. The context can be one or more of, but is not limited to, traffic information, information about the weather, information about construction sites, information about accidents, season information, a day of a week information, a state of charge for a vehicle battery, a number of passengers, an identity of the driver, an identity of a passenger, and/or calendar information.
The term “similarity,” as used herein, can refer to a statistical or mathematical correlation between two sets of data. For example, two routes may have similarity.
The term “hybrid electric vehicle” refers to a vehicle that may combine a conventional (usually fossil fuel-powered) powertrain with some form of electric propulsion. Most hybrid electric vehicles combine a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system (hybrid vehicle drivetrain). In parallel hybrids, the ICE and the electric motor are both connected to the mechanical transmission and can simultaneously transmit power to drive the wheels, usually through a conventional transmission. In series hybrids, only the electric motor drives the drivetrain, and a smaller ICE works as a generator to power the electric motor or to recharge the batteries. Power-split hybrids combine series and parallel characteristics. A full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on just the engine, just the batteries, or a combination of both. A mid hybrid is a vehicle that cannot be driven solely on its electric motor, because the electric motor does not have enough power to propel the vehicle on its own.
The term “rechargeable electric vehicle” or “REV” refers to a vehicle with on board rechargeable energy storage, including electric vehicles and hybrid electric vehicles.
