Patent Application
20240278809
The subject matter described herein relates, in general, to operator vigilance, and, more particularly, to estimating operator vigilance in accordance with a vehicle operator's ability to track a trajectory.
Vehicles may be equipped with automated driving assistance systems. In these systems an operator may be expected to supervise the vehicle, even if automated driving assistance is in effect. Under such an arrangement, the operator may be expected to take control if the ADS unexpectedly disengages due to issues with sensor data (e.g., an obstructed camera), sudden weather changes, unexpected traffic conditions, and so on.
In one embodiment, example systems and methods relate to a manner of estimating operator vigilance.
In one embodiment, a method for estimating operator vigilance is disclosed. In one embodiment, the method includes displaying a reference trajectory for a vehicle; constraining vehicle operator inputs applied to the vehicle; receiving tracking performance data from the vehicle; and determining a measure of operator vigilance based on comparing the tracking performance data with the reference trajectory.
In one embodiment, a vigilance evaluator system is disclosed. The vigilance evaluator system includes one or more processors and a memory communicably coupled to the one or more processors. The memory stores a command module including instructions that when executed by the one or more processors cause the one or more processors to display a reference trajectory for a vehicle; constrain vehicle operator inputs applied to the vehicle; receive tracking performance data from the vehicle; and determine a measure of operator vigilance based on comparing the tracking performance data with the reference trajectory.
In one embodiment, a non-transitory computer-readable medium including instructions that when executed by one or more processors cause the one or more processors to perform one or more functions is disclosed. The instructions include instructions to display a reference trajectory for a vehicle; constrain vehicle operator inputs applied to the vehicle; receive tracking performance data from the vehicle; and determine a measure of operator vigilance based on comparing the tracking performance data with the reference trajectory.
The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate various systems, methods, and other embodiments of the disclosure. It will be appreciated that the illustrated element boundaries (e.g., boxes, groups of boxes, or other shapes) in the figures represent one embodiment of the boundaries. In some embodiments, one element may be designed as multiple elements or multiple elements may be designed as one element. In some embodiments, an element shown as an internal component of another element may be implemented as an external component and vice versa. Furthermore, elements may not be drawn to scale.
Systems, methods, and other embodiments associated with estimating operator vigilance are disclosed herein. Prior to a return to manual control, a vehicle operator may appear physically ready even if he or she is not mentally ready to takeover manual control. While various driver monitoring systems may be used to determine a level of operator vigilance, such systems may be costly, unreliable, or easily manipulated.
A different approach is disclosed herein, which may be used with or as alternative to driver monitoring systems, where a trajectory test is displayed for a vehicle operator to follow with the steering wheel or other operator inputs. Such a trajectory test may be projected on the road, shown in a heads-up display, provided via augmented reality, and so on. Depending on the ability of the vehicle operator to follow the displayed trajectory, a measure of operator vigilance may be determined. In addition, vehicle operator inputs may be constrained during the trajectory test to reduce or eliminate their influence on vehicle operation. Under such a system, when a driver is lazy, tired, or otherwise less vigilant, their poor performance on a trajectory test may result in a measure of operator vigilance requiring that autonomous driving assistance remain in effect or that the vehicle enter into a safe state, while a high measure of operator vigilance may allow for a resumption of manual control.
Referring to
The vehicle 100 also includes various elements. It will be understood that in various embodiments it may not be necessary for the vehicle 100 to have all of the elements shown in FIG. 1. The vehicle 100 can have any combination of the various elements shown in
Some of the possible elements of the vehicle 100 are shown in
With reference to
The vigilance evaluator system 170 as illustrated in
With reference to
The cloud server 310 is shown as including a processor 315 that may be a part of the vigilance evaluator system 170 through network 305 via communication unit 335. In one embodiment, the cloud server 310 includes a memory 320 that stores a communication module 325. The memory 320 is a random-access memory (RAM), read-only memory (ROM), a hard-disk drive, a flash memory, or other suitable memory for storing the module 325. The module 325 is, for example, computer-readable instructions that when executed by the processor 315 cause the processor 315 to perform the various functions disclosed herein. Moreover, in one embodiment, cloud server 310 includes the database 330. The database 330 is, in one embodiment, an electronic data structure stored in the memory 320 or another data store and that is configured with routines that can be executed by the processor 315 for analyzing stored data, providing stored data, organizing stored data, and so on.
The infrastructure device 340 is shown as including a processor 345 that may be a part of the vigilance evaluator system 170 through network 305 via communication unit 370. In one embodiment, the infrastructure device 340 includes a memory 350 that stores a communication module 355. The memory 350 is a random-access memory (RAM), read-only memory (ROM), a hard-disk drive, a flash memory, or other suitable memory for storing the module 355. The module 355 is, for example, computer-readable instructions that when executed by the processor 345 cause the processor 345 to perform the various functions disclosed herein. Moreover, in one embodiment, infrastructure device 340 includes the database 360. The database 360 is, in one embodiment, an electronic data structure stored in the memory 350 or another data store and that is configured with routines that can be executed by the processor 345 for analyzing stored data, providing stored data, organizing stored data, and so on.
Accordingly, in addition to information obtained from sensor data 250, vigilance evaluator system 170 may obtain information from cloud servers (e.g., cloud server 310), infrastructure devices (e.g., infrastructure device 340), other vehicles (e.g., vehicle 380), and any other systems connected to network 305.
With reference to
For example, in one embodiment, display interface 400 may include display control unit 410 with memory (e.g., a random-access memory (RAM), read-only memory (ROM), a hard-disk drive, a flash memory, or other suitable memory) and a processor for receiving, processing, or displaying graphical information. In some embodiments, display interface 400 may further include a forward projector 420 for displaying graphical information on a road surface. In some embodiments, display interface 400 may further include heads-up display 430 for displaying graphical information (e.g., on a vehicle windshield, transparent screen, or an opaque screen). In some embodiments, display interface system 400 may further include a rearview mirror display 440 for displaying graphical information. In some embodiments, display interface system 400 may further include a passenger display 450 for displaying graphical information (e.g., to entertain a child with trajectory tests in the form of a game where a smart device is used for “vehicle operator” inputs). In some embodiments, display interface system 400 may further include a digital dashboard 460 for displaying graphical information. In some embodiments, display interface system 400 may further include an infotainment display 470 for displaying graphical information. In some embodiments, display interface system 400 may further include augmented reality glasses 480 for displaying graphical information.
With reference to
Accordingly, the detection module 220, in one embodiment, controls the respective sensors to provide the data inputs in the form of the sensor data 250. Additionally, while the detection module 220 is discussed as controlling the various sensors to provide the sensor data 250, in one or more embodiments, the detection module 220 can employ other techniques to acquire the sensor data 250 that are either active or passive. For example, the detection module 220 may passively sniff the sensor data 250 from a stream of electronic information provided by the various sensors to further components within the vehicle 100. Moreover, the detection module 220 can undertake various approaches to fuse data from multiple sensors when providing the sensor data 250 and/or from sensor data acquired over a wireless communication link (e.g., v2v) from one or more of the surrounding vehicles. Thus, the sensor data 250, in one embodiment, represents a combination of perceptions acquired from multiple sensors.
In addition to locations of surrounding vehicles, the sensor data 250 may also include, for example, information about lane markings, and so on. Moreover, the detection module 220, in one embodiment, controls the sensors to acquire the sensor data 250 about an area that encompasses 360 degrees about the vehicle 100 in order to provide a comprehensive assessment of the surrounding environment. Of course, in alternative embodiments, the detection module 220 may acquire the sensor data about a forward direction alone when, for example, the vehicle 100 is not equipped with further sensors to include additional regions about the vehicle and/or the additional regions are not scanned due to other reasons (e.g., unnecessary due to known current conditions).
Moreover, in one embodiment, the vigilance evaluator system 170 includes the database 240. The database 240 is, in one embodiment, an electronic data structure stored in the memory 210 or another data store and that is configured with routines that can be executed by the processor 110 for analyzing stored data, providing stored data, organizing stored data, and so on. Thus, in one embodiment, the database 240 stores data used by the modules 220 and 230 in executing various functions. In one embodiment, the database 240 includes the sensor data 250 along with, for example, metadata that characterize various aspects of the sensor data 250. For example, the metadata can include location coordinates (e.g., longitude and latitude), relative map coordinates or tile identifiers, time/date stamps from when the separate sensor data 250 was generated, and so on. In one embodiment, the database 240 further includes trajectory tests.
A trajectory test is a record containing trajectory data allowing for testing of a vehicle operator's ability to track a trajectory. In some embodiments, the trajectory data may include a signal (e.g., a waveform) or function that is periodic, aperiodic, or random. In some embodiments, trajectory data may include statistical parameters, such as a maximum, minimum, mean, standard deviation, or other statistical parameters known in the art, which may be used to generate a trajectory. In some embodiments, the trajectory data may allow for adjusting the signal or function, such as by adjusting the magnitude, frequency, phase, or any other characteristics of signals or functions known in the art. In some embodiments, the trajectory data may allow for adjusting signals, functions, or statistical parameters based on road geometry, road conditions, weather conditions, and so on. In some embodiments, the trajectory test may specify operating conditions for evaluating the applicability of the trajectory test, such as a set of permissions or parameters relating to a vehicle operator, a vehicle configuration, a geographic location, a time of day, a day of the week, weather conditions, traffic conditions, or other conditions.
With respect to
With respect to
With respect to
In some embodiments, the trajectory test may contain evaluation metrics for evaluating tracking performance data and determining a measure of operator vigilance. In some embodiments, a trajectory test may have evaluation metrics based on statistical parameters (e.g., mean, standard deviation) and associated indications of operator vigilance for those statistical parameters. For example, a trajectory test may state that tracking performance data exceeding a specified standard deviation threshold has the lowest measure of operator vigilance.
In some embodiments, a trajectory test may have evaluation metrics based on how long and how much a vehicle operator was outside of a desired performance target. For example, in an interface-based trajectory test, evaluation metrics may establish scoring for how well the vehicle operator maintains the steering interface within the displayed area. As another example, in a boundary-based trajectory test, evaluation metrics may establish scoring for any failures to stay within the bounded area being displayed, including the magnitude of such failures. Such scoring may then be compared with thresholds or statistical parameters associated with levels of operator vigilance as specified in the trajectory test.
In some embodiments, a trajectory test may have evaluation metrics in the form of parameters for a prediction model 270 as described herein. For example, prediction model 270 may implement a neural network model for determining a measure of operator vigilance based on the parameters contained within the evaluation metrics of the trajectory test.
In some embodiments, different trajectory tests may be used depending on the vehicle operator, vehicle configuration, geographic location, time of day, day of the week, weather, traffic, or other conditions that may generally require different trajectories to be displayed. For example, a handicapped driver may require different trajectory data or a less or more strict set of evaluation metrics in appreciation of the effects of a disability. As another example, a vehicle operating in a “relaxed” mode as opposed to a “regular” mode may require different trajectory data or a less or more strict set of evaluation metrics due to changes in handling. As another example, where trajectory data is mapped to a geographic location as described herein, such an adjusted trajectory test may require more or less strict evaluation metrics. As another example, predictable changes in vehicle operator behavior or vehicle performance (e.g., due to the time of day, day of the week, weather, traffic, or other conditions) may require different trajectory data or a less or more strict set of evaluation metrics due to the effect of such predictable changes.
The detection module 220, in one embodiment, is further configured to perform additional tasks beyond controlling the respective sensors to acquire and provide the sensor data 250. For example, the detection module 220 includes instructions that cause the processor 110 to generate tracking performance data, which may contain a collection of sensor data or vehicular parameters (e.g., steering inputs) in relation to a trajectory test or information derived therefrom, and store such tracking performance data in sensor data 250.
In one approach, the detection module 220 uses a machine learning algorithm embedded within the detection module 220, such as a convolutional neural network (CNN), to generate tracking performance data over the sensor data 250 from which further information is derived. Of course, in further aspects, the detection module 220 may employ different machine learning algorithms or implements different approaches for performing the generation of tracking performance data. Whichever particular approach the detection module 220 implements, the detection module 220 provides an output of tracking performance data associated with a vehicle, a vehicle operator, or contexts affecting the vehicle operator (e.g., date, time, weather traffic), which are then stored in sensor data 250.
In some embodiments, detection module 220 may adjust tracking performance data where environmental conditions cause an unexpected deviation. For example, detection module 220 may use information within sensor data 250 to detect potholes, road debris, unexpected behavior by other vehicles or pedestrians, and so on to adjust any tracking performance data (e.g., by designating a portion of the data invalid). In some embodiments, detection module 220 may adjust tracking performance data to remove any influence of changes in vehicle parameters (e.g., due to changes implemented by automated driving assistance module 160 to vehicle systems 140).
In one embodiment, the command module 230 generally includes instructions that function to control the processor 110 or collection of processors in the cloud-computing environment 300 to evaluate operator vigilance based on trajectory tests.
In some embodiments, command module 230 may select a trajectory test for determining a measure of operator vigilance. For example, command module 230 may select a trajectory test whose operating conditions best matches the current vehicle operator, vehicle configuration, geographic location, time of day, day of the week, weather, traffic, or other conditions. As another example, command module 230 may select a trajectory test it has been remotely instructed to perform (e.g., via communication system 180). For example, a police officer may instruct a police vehicle to send a trajectory test to another vehicle, then have the police vehicle analyze the results of the tracking performance to determine if a driver is impaired (e.g., by exhibiting a low measure of operator vigilance). As another example, an infrastructure device may have trajectory tests whose trajectory data has been mapped to a geographic location and makes them available to passing vehicles. In some embodiments, any selection of trajectory tests for estimating operator vigilance may be pre-determined (e.g., prior to vehicle delivery).
In some embodiments, command module 230 may allow a vehicle operator to select or adjust trajectory tests or their method of display. For example, an individual may be allowed to adjust a trajectory test in appreciation of the effects of a disability. As another example, a vehicle operator may only allow trajectory tests that use a particular means of display (e.g., heads-up display).
In another approach, command module 230 may receive trajectory tests or sensor data 250 via communication system 180. For example, a police officer may instruct his or her vehicle to send a trajectory test to another vehicle, then have his or her vehicle analyze the results of the sensor data to determine if a driver is impaired (e.g., by exhibiting a low measure of operator vigilance). As another example, an infrastructure device may have trajectory tests whose trajectory data has been mapped to a geographic location and makes them available to passing vehicles.
In some embodiments, command module 230 may map trajectory data of a trajectory test to a geographic location. For example, command module 230 may adjust trajectory data to account for road geometry, lane markings, or other observable elements in relation to the vehicle's current or future position along a path of travel. For example, a trajectory data may contain a sinusoidal function, which command module 230 may then adjust to fit the curve of a road such that the displayed waveform is centered in the middle of the lane throughout the trajectory test. As another example, command module 230 may adjust trajectory data to reflect the topography of the road, such that when the trajectory test is projected it is not distorted by changes in the road surface (e.g., a rise in the road, uneven road surfaces).
In some embodiments, command module 230 may select a method of displaying a trajectory test. For example, display interface system 400 may provide a projection system, an augmented reality system, a heads-up display system, an infotainment system, digital dashboard systems, or other means for displaying information to a vehicle operator. Accordingly, command module 230 may determine based on sensor data 250, information within a trajectory test (e.g., operating conditions), or other available information which means for displaying information to a vehicle operator should be selected. For example, command module 230 may not select a forward projection system during daylight hours or where traffic conditions are complex. As another example, command module 230 may select an augmented reality system only if it is turned on or providing information indicating that it is properly configured (e.g., sensor data indicating that the vehicle operator is actually wearing augmented reality glasses). In some embodiments, the method of displaying a trajectory test may be pre-determined (e.g., prior to vehicle delivery).
In some embodiments, command module 230 may generate a visual representation of the trajectory test for display to a vehicle operator. In some embodiments, a trajectory test may specify the form of the visual representation (e.g., waveform-based, interface-based, boundary-based). In some embodiments, command module 230 may determine the form of the visual representation based on the method of display (e.g., waveform-based for road projection, interface-based for a digital dashboard, boundary-based for augmented reality eyeglasses). In some embodiments, command module 230 may adjust the visual representation in order to reflect changes in vehicle parameters (e.g., vehicle speed) or the surrounding vehicle environment (e.g., changes in lane markings).
With respect to a waveform-based visual representation, command module 230 may display a representation of a waveform for a vehicle operator to follow (e.g., sinusoidal, random) based on the trajectory data of a trajectory test. In some embodiments, command module 230 may also display other visual indicators, such as vehicle position, steering wheel position or angle, predicted vehicle trajectory, past vehicle travel, and so on.
With respect to an interface-based visual representation, command module 230 may display a representation of the range of a steering interface or a portion thereof as a visual object (e.g., a circular arc, a circle, a bar). In some embodiments, command module 230 may also display other visual indicators, such as a desired steering position or target area based on the trajectory data of a trajectory test, current steering wheel position or angle, and so on.
With respect to a boundary-based visual representation, command module 230 may display a representation of boundaries for a vehicle operator to stay within (e.g., lane markings, walls, fences) based on the trajectory data of a trajectory test. In some embodiments, command module 230 may also display other visual indicators, such as current vehicle position, current steering wheel position or angle, current vehicle angle (e.g., relative to a trajectory's center line) predicted vehicle trajectory, past vehicle travel, and so on.
In some embodiments, command module 230 may execute a trajectory test, such as by displaying a visual representation of a trajectory test and receiving tracking performance data based on the vehicle operator's ability to follow the displayed trajectory test. In some embodiments, command module 230 may also disable steering, braking, acceleration, or other vehicle inputs by the vehicle operator during the execution of the trajectory test. For example, where a trajectory test is used to determine if the vehicle operator is sufficiently able to drive after starting the vehicle, command module 230 may disable any input that would cause the vehicle to move. As another example, prior to allowing resumption of manual control based on a satisfactory measure of operator vigilance being obtained, command module 230 may leave the vehicle under semi-autonomous or autonomous control.
In some embodiments where autonomous driving assistance is active, command module 230 may constrain steering, braking, acceleration, or other vehicle inputs by the vehicle operator, such as to ensure safe operation of the vehicle. In some embodiments, command module 230 may retain longitudinal control of vehicle 100 under semi-autonomous or autonomous control, while allowing the vehicle operator to affect lateral control of vehicle 100. In some embodiments, command module 230 may define a vehicle bounded environment in which the vehicle is able to move laterally, longitudinally, or both due to vehicle operator inputs provided the vehicle stays within the vehicle bounded environment. In defining a vehicle bounded environment, command module 230 may consider any aspects of the vehicle's surrounding environment, including road geometry, lane markings, traffic signals, lane merges, locations and speeds of other vehicles, locations of pedestrians, time of day, day of the week, weather conditions, traffic conditions, and so on. In some embodiments, the vehicle bounded environment may be defined by the width of the vehicle lane (e.g., by lane markings). In considering consider any aspects of the vehicle's surrounding, command module 230 may define the vehicle bounded environment based on safety metrics establishing a safe zone of operation (e.g., a safety metric require that a safe zone of operation be at least six feet from another vehicle or pedestrian). In some embodiments, the safety metrics may set constraints on the vehicle operator inputs (e.g., do not respond to a steering input angle of greater than 5 degrees). In some embodiments, the vehicle bounded environment may be defined relative to a fixed location (e.g., a high-way off-ramp) or move in accordance with a frame of reference (e.g., moving with the trajectory test, moving at the speed limit, moving at the speed of traffic). In some embodiments, the vehicle bounded environment may be pre-determined.
In some embodiments, command module 230 may receive sensor data 250, including tracking performance data, to determine a measure of operator vigilance. For example, command module 230 may apply any evaluation metrics as specified in a trajectory test to the sensor data 250 it receives so as to determine operator vigilance. In some embodiments, a trajectory test may have evaluation metrics based on statistical parameters (e.g., mean, standard deviation) and associated indications of operator vigilance for those statistic parameters. In some embodiments, a trajectory test may have evaluation metrics based on how long and how much a vehicle operator was outside of a desired performance target along with associated indicators of operator vigilance based on scoring such behavior. In some embodiments, a trajectory test may have evaluation metrics in the form of parameters for a prediction model 270 as described herein, such that command module may use the evaluation metrics and sensor data 250 with prediction model 270 to obtain a measure of operator vigilance.
In some embodiments, command module 230 may also evaluate contextual information, such as the date, time, weather, traffic, or other conditions in determining a measure of operator vigilance. For example, where road conditions are slippery, command module 230 may adjust the evaluation metrics to be more or less strict. In some embodiments, command module 230 may also evaluate prior driver behavior with respect to a trajectory test, which may be recorded in the trajectory test, in determining a measure of operator vigilance. For example, evaluation metrics may be set with respect to a driver's typical performance in response to a trajectory test.
In some embodiments, command module 230 may evaluate operating conditions to determine if a trajectory test can be performed. For example, operating conditions may prohibit executing a trajectory test in an undesirable location (e.g., intersections, lane merges, school zones, construction zones), near other vehicles or pedestrians, at specific speeds (e.g., low speed only), or other undesirable situations. In some embodiments, command module 230 in evaluating operating conditions may determine where the trajectory test may be performed on the road ahead in compliance with the operating conditions.
In some embodiments, aspects described with respect to trajectory tests may be incorporated within command module 230. For example, command module 230 may contain trajectory data, evaluation metrics, or other information described herein with respect to trajectory tests without requiring reliance on a particular trajectory test.
In some embodiments, command module 230 may generate a feedback response, which may be textual, auditory, haptic, visual, or any other form known in the art, to indicate the vehicle operator's performance while engaged in a tracking test. For example, command module 230 may apply haptic feedback (e.g., via the steering interface) or render an audio tone with increasing intensity the more a vehicle operator fails to follow a trajectory. As another example, haptic or audio pulses may be used to indicate when the vehicle operator exits a desired target area or bounded area.
It should be appreciated that the command module 230 in combination with a prediction model 270 can form a computational model such as a machine learning logic, deep learning logic, a neural network model, or another similar approach. In one embodiment, the prediction model 270 is a statistical model such as a regression model that determines the measure of operator vigilance based on sensor data, evaluation metrics, or a combination thereof. Accordingly, the model 270 can be a polynomial regression (e.g., least weighted polynomial regression), least squares or another suitable approach.
Moreover, in alternative arrangements, the prediction model 270 is a probabilistic approach such as a hidden Markov model. In either case, the command module 230, when implemented as a neural network model or another model, in one embodiment, electronically accepts the sensor data 250 as an input, which may also include evaluation metrics. Accordingly, the command module 230 in concert with the prediction model 270 produce various determinations/assessments as an electronic output that characterizes the noted aspect as, for example, a single electronic value. Moreover, in further aspects, the vigilance evaluator system 170 can collect the noted data, log responses, and use the data and responses to subsequently further train the model 270.
Additional aspects of estimating operator vigilance will be discussed in relation to
At 610, command module 230 may display a reference trajectory for a vehicle (e.g., after selecting select a trajectory test whose operating conditions best matches the current vehicle operator, vehicle configuration, geographic location, time of day, day of the week, weather, traffic, or other conditions). In some embodiments, as part of displaying a reference trajectory, command module 230 may map trajectory data of a trajectory test to a geographic location. In some embodiments, command module 230 may adjust trajectory data to account for road geometry, road topography, lane markings, or other observable elements in relation to the vehicle's current or future position along a path of travel.
In some embodiments, as part of displaying a reference trajectory, command module 230 may select a method of displaying a trajectory. For example, command module 230 may determine based on sensor data 250, information within a trajectory test (e.g., operating conditions, trajectory data), or a combination thereof which means for displaying information to a vehicle operator should be selected.
In some embodiments, as part of displaying a reference trajectory, command module 230 may generate a visual representation of a trajectory test for display to a vehicle operator. In some embodiments, a trajectory test may specify the form of the visual representation (e.g., waveform-based, interface-based, boundary-based). In some embodiments, command module 230 may determine the form of the visual representation based on the method of display (e.g., waveform-based for road projection, interface-based for a digital dashboard, boundary-based for augmented reality eyeglasses). In some embodiments, command module 230 may adjust the visual representation in order to reflect changes in vehicle parameters (e.g., vehicle speed) or the surrounding vehicle environment (e.g., changes in lane markings). In some embodiments, command module 230 may display the visual representation of a trajectory test by instructing a vehicle system (e.g., display interface system 400) to display the visual representation.
At 620, command module 230 may constrain vehicular operator inputs (e.g., steering, braking, acceleration) applied to the vehicle. For example, command module 230 may define a vehicle bounded environment in which the vehicle is able to move laterally, longitudinally, or both due to vehicle operator inputs provided the vehicle stays within the vehicle bounded environment. In defining a vehicle bounded environment, command module 230 may consider any aspects of the vehicle's surrounding environment, including road geometry, lane markings, traffic signals, lane merges, locations and speeds of other vehicles, locations of pedestrians, time of day, day of the week, weather conditions, traffic conditions, and so on. In considering consider any aspects of the vehicle's surrounding, command module 230 may define the vehicle bounded environment based on safety metrics establishing a safe zone of operation (e.g., a safety metric require that a safe zone of operation be at least six feet from another vehicle or pedestrian). In some embodiments, the vehicle bounded environment may be pre-determined. In some embodiments, the vehicle bounded environment may be defined by the width of the vehicle lane (e.g., by lane markings). In some embodiments, the safety metrics may set constraints on the vehicle operator inputs (e.g., do not respond to a steering input angle of greater than 5 degrees, apply a damping factor).
At 630, command module 230 may receive tracking performance data from the vehicle. In some embodiments, command module 230 may receive tracking performance data by generating tracking performance data as described herein with respect to detection module 220.
At 640, command module 230 may determine a measure of operator vigilance based on comparing the tracking performance data with the reference trajectory. In some embodiments, command module 230 may apply any evaluation metrics as specified in a trajectory test or within command module 230 to the sensor data 250 or tracking performance data so as to determine operator vigilance. For example, command module may use statistical parameters (e.g., mean, standard deviation) and associated indications of operator vigilance for those statistic parameters. As another example, command module 230 may analyze how long and how much a vehicle operator was outside of a desired target area along with associated indicators of operator vigilance based on scoring such behavior. In some embodiments, command module may use the evaluation metrics and sensor data 250 with prediction model 270 to obtain a measure of operator vigilance.
In some embodiments, command module 230 may also evaluate contextual information, such as the date, time, weather, traffic, or other conditions in determining a measure of operator vigilance. For example, where road conditions are slippery, command module 230 may adjust the evaluation metrics to be more or less strict. In some embodiments, command module 230 may also evaluate prior driver behavior with respect to a trajectory test, which may be recorded in the trajectory test, in determining a measure of operator vigilance. For example, evaluation metrics may be normalized with respect to a driver's typical performance in response to a trajectory test.
In one or more embodiments, the vehicle 100 is an autonomous vehicle. As used herein, “autonomous vehicle” refers to a vehicle that operates in an autonomous mode. “Autonomous mode” refers to navigating and/or maneuvering the vehicle 100 along a travel route using one or more computing systems to control the vehicle 100 with minimal or no input from a human driver. In one or more embodiments, the vehicle 100 is highly automated or completely automated. In one embodiment, the vehicle 100 is configured with one or more semi-autonomous operational modes in which one or more computing systems perform a portion of the navigation and/or maneuvering of the vehicle along a travel route, and a vehicle operator (i.e., driver) provides inputs to the vehicle to perform a portion of the navigation and/or maneuvering of the vehicle 100 along a travel route.
The vehicle 100 can include one or more processors 110. In one or more arrangements, the processor(s) 110 can be a main processor of the vehicle 100. For instance, the processor(s) 110 can be an electronic control unit (ECU). The vehicle 100 can include one or more data stores 115 for storing one or more types of data. The data store 115 can include volatile and/or non-volatile memory. Examples of suitable data stores 115 include RAM (Random Access Memory), flash memory, ROM (Read Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable Programmable Read-Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), registers, magnetic disks, optical disks, hard drives, or any other suitable storage medium, or any combination thereof. The data store 115 can be a component of the processor(s) 110, or the data store 115 can be operatively connected to the processor(s) 110 for use thereby. The term “operatively connected,” as used throughout this description, can include direct or indirect connections, including connections without direct physical contact.
In one or more arrangements, the one or more data stores 115 can include map data 116. The map data 116 can include maps of one or more geographic areas. In some instances, the map data 116 can include information or data on roads, traffic control devices, road markings, structures, features, and/or landmarks in the one or more geographic areas. The map data 116 can be in any suitable form. In some instances, the map data 116 can include aerial views of an area. In some instances, the map data 116 can include ground views of an area, including 360-degree ground views. The map data 116 can include measurements, dimensions, distances, and/or information for one or more items included in the map data 116 and/or relative to other items included in the map data 116. The map data 116 can include a digital map with information about road geometry. The map data 116 can be high quality and/or highly detailed.
In one or more arrangements, the map data 116 can include one or more terrain maps 117. The terrain map(s) 117 can include information about the ground, terrain, roads, surfaces, and/or other features of one or more geographic areas. The terrain map(s) 117 can include elevation data in the one or more geographic areas. The map data 116 can be high quality and/or highly detailed. The terrain map(s) 117 can define one or more ground surfaces, which can include paved roads, unpaved roads, land, and other things that define a ground surface.
In one or more arrangements, the map data 116 can include one or more static obstacle maps 118. The static obstacle map(s) 118 can include information about one or more static obstacles located within one or more geographic areas. A “static obstacle” is a physical object whose position does not change or substantially change over a period of time and/or whose size does not change or substantially change over a period of time. Examples of static obstacles include trees, buildings, curbs, fences, railings, medians, utility poles, statues, monuments, signs, benches, furniture, mailboxes, large rocks, hills. The static obstacles can be objects that extend above ground level. The one or more static obstacles included in the static obstacle map(s) 118 can have location data, size data, dimension data, material data, and/or other data associated with it. The static obstacle map(s) 118 can include measurements, dimensions, distances, and/or information for one or more static obstacles. The static obstacle map(s) 118 can be high quality and/or highly detailed. The static obstacle map(s) 118 can be updated to reflect changes within a mapped area.
The one or more data stores 115 can include sensor data 119. In this context, “sensor data” means any information about the sensors that the vehicle 100 is equipped with, including the capabilities and other information about such sensors. As will be explained below, the vehicle 100 can include the sensor system 120. The sensor data 119 can relate to one or more sensors of the sensor system 120. As an example, in one or more arrangements, the sensor data 119 can include information on one or more LIDAR sensors 124 of the sensor system 120.
In some instances, at least a portion of the map data 116 and/or the sensor data 119 can be located in one or more data stores 115 located onboard the vehicle 100. Alternatively, or in addition, at least a portion of the map data 116 and/or the sensor data 119 can be located in one or more data stores 115 that are located remotely from the vehicle 100.
As noted above, the vehicle 100 can include the sensor system 120. The sensor system 120 can include one or more sensors. “Sensor” means any device, component and/or system that can detect, and/or sense something. The one or more sensors can be configured to detect, and/or sense in real-time. As used herein, the term “real-time” means a level of processing responsiveness that a user or system senses as sufficiently immediate for a particular process or determination to be made, or that enables the processor to keep up with some external process.
In arrangements in which the sensor system 120 includes a plurality of sensors, the sensors can work independently from each other. Alternatively, two or more of the sensors can work in combination with each other. In such case, the two or more sensors can form a sensor network. The sensor system 120 and/or the one or more sensors can be operatively connected to the processor(s) 110, the data store(s) 115, and/or another element of the vehicle 100 (including any of the elements shown in
The sensor system 120 can include any suitable type of sensor. Various examples of different types of sensors will be described herein. However, it will be understood that the embodiments are not limited to the particular sensors described. The sensor system 120 can include one or more vehicle sensors 121. The vehicle sensor(s) 121 can detect, determine, and/or sense information about the vehicle 100 itself. In one or more arrangements, the vehicle sensor(s) 121 can be configured to detect, and/or sense position and orientation changes of the vehicle 100, such as, for example, based on inertial acceleration. In one or more arrangements, the vehicle sensor(s) 121 can include one or more accelerometers, one or more gyroscopes, an inertial measurement unit (IMU), a dead-reckoning system, a global navigation satellite system (GNSS), a global positioning system (GPS), a navigation system 147, and/or other suitable sensors. The vehicle sensor(s) 121 can be configured to detect, and/or sense one or more characteristics of the vehicle 100. In one or more arrangements, the vehicle sensor(s) 121 can include a speedometer to determine a current speed of the vehicle 100.
Alternatively, or in addition, the sensor system 120 can include one or more environment sensors 122 configured to acquire, and/or sense driving environment data. “Driving environment data” includes data or information about the external environment in which an autonomous vehicle is located or one or more portions thereof. For example, the one or more environment sensors 122 can be configured to detect, quantify and/or sense obstacles in at least a portion of the external environment of the vehicle 100 and/or information/data about such obstacles. Such obstacles may be stationary objects and/or dynamic objects. The one or more environment sensors 122 can be configured to detect, measure, quantify and/or sense other things in the external environment of the vehicle 100, such as, for example, lane markers, signs, traffic lights, traffic signs, lane lines, crosswalks, curbs proximate the vehicle 100, off-road objects, etc.
Various examples of sensors of the sensor system 120 will be described herein. The example sensors may be part of the one or more environment sensors 122 and/or the one or more vehicle sensors 121. However, it will be understood that the embodiments are not limited to the particular sensors described.
As an example, in one or more arrangements, the sensor system 120 can include one or more radar sensors 123, one or more LIDAR sensors 124, one or more sonar sensors 125, and/or one or more cameras 126. In one or more arrangements, the one or more cameras 126 can be high dynamic range (HDR) cameras or infrared (IR) cameras.
The vehicle 100 can include an input system 130. An “input system” includes any device, component, system, element or arrangement or groups thereof that enable information/data to be entered into a machine. The input system 130 can receive an input from a vehicle passenger (e.g., a driver or a passenger). The vehicle 100 can include an output system 135. An “output system” includes any device, component, or arrangement or groups thereof that enable information/data to be presented to a vehicle passenger (e.g., a person, a vehicle passenger, etc.).
The vehicle 100 can include one or more vehicle systems 140. Various examples of the one or more vehicle systems 140 are shown in
The navigation system 147 can include one or more devices, applications, and/or combinations thereof, now known or later developed, configured to determine the geographic location of the vehicle 100 and/or to determine a travel route for the vehicle 100. The navigation system 147 can include one or more mapping applications to determine a travel route for the vehicle 100. The navigation system 147 can include a global positioning system, a local positioning system or a geolocation system.
The processor(s) 110, the vigilance evaluator system 170, and/or the automated driving module(s) 160 can be operatively connected to communicate with the various vehicle systems 140 and/or individual components thereof. For example, returning to
The processor(s) 110, the vigilance evaluator system 170, and/or the automated driving module(s) 160 can be operatively connected to communicate with the various vehicle systems 140 and/or individual components thereof. For example, returning to
The processor(s) 110, the vigilance evaluator system 170, and/or the automated driving module(s) 160 may be operable to control the navigation and/or maneuvering of the vehicle 100 by controlling one or more of the vehicle systems 140 and/or components thereof. For instance, when operating in an autonomous mode, the processor(s) 110, the vigilance evaluator system 170, and/or the automated driving module(s) 160 can control the direction and/or speed of the vehicle 100. The processor(s) 110, the vigilance evaluator system 170, and/or the automated driving module(s) 160 can cause the vehicle 100 to accelerate (e.g., by increasing the supply of fuel provided to the engine), decelerate (e.g., by decreasing the supply of fuel to the engine and/or by applying brakes) and/or change direction (e.g., by turning the front two wheels). As used herein, “cause” or “causing” means to make, force, compel, direct, command, instruct, and/or enable an event or action to occur or at least be in a state where such event or action may occur, either in a direct or indirect manner.
The vehicle 100 can include one or more actuators 150. The actuators 150 can be any element or combination of elements operable to modify, adjust and/or alter one or more of the vehicle systems 140 or components thereof to responsive to receiving signals or other inputs from the processor(s) 110 and/or the automated driving module(s) 160. Any suitable actuator can be used. For instance, the one or more actuators 150 can include motors, pneumatic actuators, hydraulic pistons, relays, solenoids, and/or piezoelectric actuators, just to name a few possibilities.
The vehicle 100 can include one or more modules, at least some of which are described herein. The modules can be implemented as computer-readable program code that, when executed by a processor 110, implement one or more of the various processes described herein. One or more of the modules can be a component of the processor(s) 110, or one or more of the modules can be executed on and/or distributed among other processing systems to which the processor(s) 110 is operatively connected. The modules can include instructions (e.g., program logic) executable by one or more processor(s) 110. Alternatively, or in addition, one or more data store 115 may contain such instructions.
In one or more arrangements, one or more of the modules described herein can include artificial or computational intelligence elements, e.g., neural network, fuzzy logic, or other machine learning algorithms. Further, in one or more arrangements, one or more of the modules can be distributed among a plurality of the modules described herein. In one or more arrangements, two or more of the modules described herein can be combined into a single module.
The vehicle 100 can include one or more autonomous driving modules 160. The automated driving module(s) 160 can be configured to receive data from the sensor system 120 and/or any other type of system capable of capturing information relating to the vehicle 100 and/or the external environment of the vehicle 100. In one or more arrangements, the automated driving module(s) 160 can use such data to generate one or more driving scene models. The automated driving module(s) 160 can determine position and velocity of the vehicle 100. The automated driving module(s) 160 can determine the location of obstacles, obstacles, or other environmental features including traffic signs, trees, shrubs, neighboring vehicles, pedestrians, etc.
The automated driving module(s) 160 can be configured to receive, and/or determine location information for obstacles within the external environment of the vehicle 100 for use by the processor(s) 110, and/or one or more of the modules described herein to estimate position and orientation of the vehicle 100, vehicle position in global coordinates based on signals from a plurality of satellites, or any other data and/or signals that could be used to determine the current state of the vehicle 100 or determine the position of the vehicle 100 with respect to its environment for use in either creating a map or determining the position of the vehicle 100 in respect to map data.
The automated driving module(s) 160 either independently or in combination with the vigilance evaluator system 170 can be configured to determine travel path(s), current autonomous driving maneuvers for the vehicle 100, future autonomous driving maneuvers and/or modifications to current autonomous driving maneuvers based on data acquired by the sensor system 120, driving scene models, and/or data from any other suitable source such as determinations from the sensor data 250. In general, the automated driving module(s) 160 may function to implement different levels of automation, including advanced driving assistance (ADAS) functions, semi-autonomous functions, and fully autonomous functions. “Driving maneuver” means one or more actions that affect the movement of a vehicle. Examples of driving maneuvers include accelerating, decelerating, braking, turning, moving in a lateral direction of the vehicle 100, changing travel lanes, merging into a travel lane, and/or reversing, just to name a few possibilities. The automated driving module(s) 160 can be configured can be configured to implement determined driving maneuvers. The automated driving module(s) 160 can cause, directly or indirectly, such autonomous driving maneuvers to be implemented. As used herein, “cause” or “causing” means to make, command, instruct, and/or enable an event or action to occur or at least be in a state where such event or action may occur, either in a direct or indirect manner. The automated driving module(s) 160 can be configured to execute various vehicle functions and/or to transmit data to, receive data from, interact with, and/or control the vehicle 100 or one or more systems thereof (e.g., one or more of vehicle systems 140).
Detailed embodiments are disclosed herein. However, it is to be understood that the disclosed embodiments are intended only as examples. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the aspects herein in virtually any appropriately detailed structure. Further, the terms and phrases used herein are not intended to be limiting but rather to provide an understandable description of possible implementations. Various embodiments are shown in
The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments. In this regard, each block in the flowcharts or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved.
The systems, components and/or processes described above can be realized in hardware or a combination of hardware and software and can be realized in a centralized fashion in one processing system or in a distributed fashion where different elements are spread across several interconnected processing systems. Any kind of processing system or another apparatus adapted for carrying out the methods described herein is suited. A typical combination of hardware and software can be a processing system with computer-usable program code that, when being loaded and executed, controls the processing system such that it carries out the methods described herein. The systems, components and/or processes also can be embedded in a computer-readable storage, such as a computer program product or other data programs storage device, readable by a machine, tangibly embodying a program of instructions executable by the machine to perform methods and processes described herein. These elements also can be embedded in an application product which comprises all the features enabling the implementation of the methods described herein and, which when loaded in a processing system, is able to carry out these methods.
Furthermore, arrangements described herein may take the form of a computer program product embodied in one or more computer-readable media having computer-readable program code embodied, e.g., stored, thereon. Any combination of one or more computer-readable media may be utilized. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. The phrase “computer-readable storage medium” means a non-transitory 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: a portable computer diskette, a hard disk drive (HDD), a solid-state drive (SSD), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), 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.
Generally, modules as used herein include routines, programs, objects, components, data structures, and so on that perform particular tasks or implement particular data types. In further aspects, a memory generally stores the noted modules. The memory associated with a module may be a buffer or cache embedded within a processor, a RAM, a ROM, a flash memory, or another suitable electronic storage medium. In still further aspects, a module as envisioned by the present disclosure is implemented as an application-specific integrated circuit (ASIC), a hardware component of a system on a chip (SoC), as a programmable logic array (PLA), or as another suitable hardware component that is embedded with a defined configuration set (e.g., instructions) for performing the disclosed functions.
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. Computer program code for carrying out operations for aspects of the present arrangements may be written in any combination of one or more programming languages, including an object-oriented programming language such as Java™ Smalltalk, C++, or the like and conventional procedural programming languages, such as the “C” programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer, or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).
The terms “a” and “an,” as used herein, are defined as one or more than one. The term “plurality,” as used herein, is defined as two or more than two. The term “another,” as used herein, is defined as at least a second or more. The terms “including” and/or “having,” as used herein, are defined as comprising (i.e., open language). The phrase “at least one of . . . and . . . .” as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items. As an example, the phrase “at least one of A, B, and C” includes A only, B only, C only, or any combination thereof (e.g., AB, AC, BC, or ABC).
Aspects herein can be embodied in other forms without departing from the spirit or essential attributes thereof. Accordingly, reference should be made to the following claims, rather than to the foregoing specification, as indicating the scope hereof.
