Autonomous control of vehicle driving modes in certain traffic situations

A vehicular hazard mitigation system includes one or more processors and a memory communicably coupled to the processors. The memory may store a vehicular hazard mitigation module including computer-readable instructions that when executed by the processors cause the processors to determine a base vehicle currently driving in an enhanced response driving mode. After determining the base vehicle, at least one alert zone of the base vehicle is determined. A determination is then made as to whether at least one other vehicle is currently in the at least one alert zone of the base vehicle. If at least one other vehicle is currently in the at least one alert zone of the base vehicle, the vehicular hazard mitigation module may autonomously control operation of the base vehicle to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode.

TECHNICAL FIELD

The subject matter described herein relates to autonomous control of vehicle driving modes to reduce accident risks in certain traffic situations.

BACKGROUND

Many vehicles have several “driving modes” which are selectable by a user. Essentially, each driving mode comprises a collection of distinctive settings for the various vehicle systems140. Each collection of settings is selected to provide associated distinctive driving, handling and ride characteristics depending on the personality and preferences of the user. The driving mode may be selectable using dedicated buttons or switches, thus allowing the user to adjust the “personality” of the vehicle. One example of a driving mode may be a sport mode, “super-sport” or “sport-plus” mode, which may enable tighter turns and provide quicker engine response. Operating the vehicle in such modes may encourage more aggressive driving, possibly increasing the likelihood of accidents in cases where the vehicle is driving in the vicinity of other vehicles. The risk may be magnified in situations where multiple relatively closely-spaced vehicles are driving in sport modes.

SUMMARY

In one aspect of the embodiments described herein, a vehicular hazard mitigation system provided. The system includes one or more processors and a memory communicably coupled to the processor(s). The memory may store a vehicular hazard mitigation module including computer-readable instructions that when executed by the processor(s) cause the processor(s) to determine a base vehicle currently driving in an enhanced response driving mode. After determining the base vehicle, at least one alert zone of the base vehicle is determined. A determination is then made as to whether at least one other vehicle is currently in the at least one alert zone of the base vehicle. If at least one other vehicle is currently in the at least one alert zone of the base vehicle, the vehicular hazard mitigation module may autonomously control operation of the base vehicle to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode.

In another aspect of the embodiments described herein, a method of controlling a driving mode of a vehicle is provided. The method includes a step of (a) determining a base vehicle currently driving in an enhanced response driving mode. In a step (b), at least one alert zone of the base vehicle is then determined. In a step (c), a determination is then made as to whether at least one other vehicle is currently in the at least one alert zone of the base vehicle. In a step (d), if at least one other vehicle is currently in the at least one alert zone of the base vehicle, operation of the base vehicle is autonomously controlled to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode. If at least one other vehicle is not currently in the at least one alert zone of the base vehicle, steps (b)-(d) are repeated until the base vehicle is no longer driving in an enhanced response driving mode.

In yet another aspect of the embodiments described herein, a non-transitory computer-readable medium is provided for controlling a driving mode of a vehicle and storing instructions that when executed by one or more processors cause the processor(s) to (a) determine a base vehicle currently driving in an enhanced response driving mode; (b) determine at least one alert zone of the base vehicle; (c) determine if at least one other vehicle is currently in the at least one alert zone of the base vehicle; (d) if at least one other vehicle is currently in the at least one alert zone of the base vehicle, autonomously control operation of the base vehicle to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode; and (e) if at least one other vehicle is not currently in the at least one alert zone of the base vehicle, repeat steps (b)-(e) until the base vehicle is no longer driving in an enhanced response driving mode.

DETAILED DESCRIPTION

Embodiments described herein relate to a system for mitigating driving hazards in a relatively closely-spaced cluster of vehicles in which one or more of the vehicles are driving in an enhanced response driving mode (i.e., a “sport” mode, “sport-plus” mode, etc.). The system includes a vehicular hazard mitigation module designed to identify or determine a base vehicle currently driving in an enhanced response driving mode. After identifying a base vehicle that is currently driving in an enhanced response driving mode, at least one alert zone of the base vehicle is determined. A determination is then made as to whether at least one other vehicle is currently in the at least one alert zone of the base vehicle. If at least one other vehicle is currently in the at least one alert zone of the base vehicle, the module may autonomously control operation of the base vehicle to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode. This shifting of the base vehicle driving mode out of a mode that accommodates a more aggressive driving style may aid in preventing accidents by making a driver more aware of his surroundings and also by discouraging aggressive maneuvers that may be attempted when the vehicle is in a more responsive/faster reacting driving mode. Certain embodiments of the vehicular hazard mitigation module may also be configured to control the driving modes of one or more other vehicles to similarly shift these vehicle(s) out of enhanced response driving modes while these vehicles are driving in the “cluster” (i.e., in the vicinity of the base vehicle).

Referring toFIG. 1, an example of a vehicle100is illustrated. As used herein, a “vehicle” is any form of motorized transport. In one or more implementations, the vehicle100is a passenger vehicle. While arrangements will be described herein with respect to passenger vehicles, it will be understood that embodiments are not limited to passenger vehicles. In some implementations, the vehicle100may be any form of motorized transport that benefits from the functionality discussed herein.

The vehicle100also includes various elements. It will be understood that in various embodiments it may not be necessary for the vehicle100to have all of the elements shown inFIG. 1. The vehicle100can have any combination of the various elements shown inFIG. 1. Further, the vehicle100can have additional elements to those shown inFIG. 1. In some arrangements, the vehicle100may be implemented without one or more of the elements shown inFIG. 1. While the various elements are shown as being located within the vehicle100inFIG. 1, it will be understood that one or more of these elements can be located external to the vehicle100.

Some of the possible elements of the vehicle100are shown inFIG. 1and will be described with reference thereto. Additionally, it will be appreciated that for simplicity and clarity of illustration, where appropriate, reference numerals may have been repeated among the different figures to indicate corresponding or analogous elements. In addition, the discussion outlines numerous specific details to provide a thorough understanding of the embodiments described herein. Those of skill in the art, however, will understand that the embodiments described herein may be practiced using various combinations of these elements.

FIG. 1shows a block schematic diagram of a vehicle100incorporating a vehicular hazard mitigation system in accordance with embodiments described herein. In some instances, the vehicle100may be configured to switch selectively between an autonomous mode, one or more semi-autonomous operational modes, and/or a manual mode. Such switching can be implemented in a suitable manner, now known or later developed. “Manual mode” means that all of or a majority of the navigation and/or maneuvering of the vehicle is performed according to inputs received from a user (e.g., human driver). In one or more arrangements, the vehicle100can be a conventional vehicle that is configured to operate in only a manual mode.

As noted above, the vehicle100can include the sensor system120. The sensor system120can 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 system120includes 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 system120and/or the one or more sensors can be operably connected to the processor(s)110, the data store(s)115, and/or other element(s) of the vehicle100(including any of the elements shown inFIG. 1).

The sensor system120can 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. Various examples of sensors of the sensor system120are described herein. The example sensors may be part of the one or more environment sensors122and/or the one or more vehicle sensors121. However, it will be understood that the embodiments are not limited to the particular sensors described. The sensor system120may include any sensors suitable for and/or required to perform any of the data acquisition and/or vehicle control operations contemplated herein.

Sensors of sensor system120may be communicably coupled to the various systems and components of the vehicle100. The sensors may be operably connected to the vehicle wireless communications interface169for transmission of information to an edge device or to a cloud or other storage facility or for vehicle-to-vehicle (V2V) or vehicle-to-everything (V2X) communications. The sensors may also be operably connected to other vehicle systems and components, such as data stores115and processor(s)110, for storage and processing of vehicle and environment sensor data.

The sensor system120can include one or more vehicle sensors121. The vehicle sensor(s)121can detect, determine, and/or sense information about the vehicle100itself and/or any occupants inside the vehicle. The vehicle sensor(s)121may include sensors configured to detect conditions and/or events inside the vehicle interior or occupant compartment. In one or more arrangements, the vehicle sensor(s)121can be configured to detect, and/or sense position and orientation changes of the vehicle100, such as, for example, based on inertial acceleration. In one or more arrangements, the vehicle sensor(s)121can 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 system147, and/or other suitable sensors. The vehicle sensor(s)121can be configured to detect, and/or sense one or more characteristics of the vehicle100, such as the current geographical location of the vehicle. In one or more arrangements, the vehicle sensor(s)121can include a speedometer to determine a current speed and acceleration/deceleration of the vehicle100. The vehicle sensor(s)121may include vehicle directional sensors (not shown) configured to determine a current heading of the vehicle or direction in which the vehicle is pointed. The vehicle sensor(s)121may include sensors configured to sense aspects of the vehicle mechanical and electrical components and/or systems, to aid in determining a mechanical condition of the vehicle and existing and/or potential problems with the vehicle.

The sensor system120can include one or more environment sensors122configured to acquire data of at least a portion of the external environment of the vehicle100(e.g., nearby objects). The environment sensors122may detect data or information about the external environment in which the vehicle is located or one or more portions thereof. For example, the one or more environment sensors122can be configured to detect, quantify and/or sense obstacles in at least a portion of the external environment of the vehicle100and/or information/data about such obstacles. Such obstacles may be stationary objects and/or dynamic objects. The one or more environment sensors122can be configured to detect, measure, quantify and/or sense other things in the external environment of the vehicle100, such as, for example, lane markers, signs, traffic lights, traffic signs, lane lines, crosswalks, curbs proximate the vehicle100, off-road objects, weather conditions, other vehicles, etc. As an example, in one or more arrangements, the environment sensors122can include one or more radar sensors109, one or more LIDAR sensors125, one or more cameras126, and/or sonar sensors127. Environment sensors122may be configured to detect aspects of road geometry, road grade/slope, traffic conditions, movements and characteristics of other vehicles, and other external events and conditions.

Environment sensors such as radar109, LIDAR125, camera(s)126, and/or other sensors may also be usable to monitor the speed, acceleration, position, relative positions (i.e., with respect to the vehicle100) and other characteristics of one or more front or lateral vehicle(s) traveling in proximity to the vehicle100. A “front vehicle” may be another vehicle driving in within a predetermined distance from the vehicle100immediately in front of the vehicle100and in the same lane. A “lateral vehicle” may be a another vehicle driving in either lane (i.e., right or left) immediately adjacent to the lane in which vehicle100is driving, and either ahead of or behind the vehicle100. Environment sensors122may be configured to detect activation and deactivation of turn signals, brake lights, and other signals mounted on other vehicles or along a road. Environment sensors122may be configured to detect the presence of traffic control elements such as traffic lights, signage, etc., and to interpret and process any indications or messages conveyed by such elements.

Referring again toFIG. 1, a sensor fusion algorithm167may be an algorithm (or a computing device storing an algorithm) configured to accept data from the sensor system120as an input. The data may include, for example, data representing information sensed at the sensors of the sensor system120. The sensor fusion algorithm167may include or be configured to be executed using, for instance, a Kalman filter, Bayesian network, or other algorithm. The sensor fusion algorithm167may provide various assessments based on the data from sensor system120. Depending upon the embodiment, the assessments may include evaluations of individual objects and/or features in the environment of vehicle100, evaluations of particular situations, and/or evaluations of possible impacts based on the particular situation. Other assessments are possible.

The vehicle wireless communications interface169may be configured to enable and/or facilitate communication between the components and systems of the vehicle and entities (such as cloud facilities, cellular and other mobile communications devices, other vehicles, remote servers, edge devices, pedestrians, etc.) exterior of the vehicle. Wireless communications interface169may be configured to facilitate, establish, maintain, and end wireless V2V and V2X communications with any extra-vehicular entity, for example other connectibly-configured vehicles and connected vehicles, pedestrians, servers and entities located in the cloud, edge devices, and other information sources and entities. Information such as sensor data, traffic information, road condition information, weather information, and other types of information may be transmitted and received via the communications interface169. If required, wireless communications interface169may incorporate or be in communication with any network interfaces needed to communicate with any extra-vehicular entities and/or networks.

The vehicle100can include an input system130. An “input system” includes any device, component, system, element or arrangement or groups thereof that enable information/data to be entered into a machine. For example, the input system130may include a keypad, a touch screen or other interactive display, a voice-recognition system and/or any other device or system which facilitates communications between a user and the vehicle. The input system130can receive an input from a vehicle occupant (e.g., a driver or a passenger) or a user located remotely from the vehicle100. In certain arrangements, the input system may be configured to serve as an interface enabling and/or facilitating user control of the vehicle driving mode. The input system may be configured to receive instructions regarding the driving mode from a user and to communicate driving mode instructions to a driving mode control module161, to the autonomous driving module(s)160and/or to any other element(s) or system(s) configured to implement any driving mode control functions. The vehicle100can also include an output system135. An “output system” includes any device, component, or arrangement or groups thereof that enable information/data to be presented to a vehicle occupant (e.g., a driver, a vehicle passenger, etc.) or a remote user.

The navigation system147can include one or more devices, applications, and/or combinations thereof, now known or later developed, configured to determine the geographic location of the vehicle100and/or to determine a travel route for the vehicle100. The navigation system147can include one or more mapping applications to determine a travel route for the vehicle100. The navigation system147can include a global positioning system, a local positioning system or a geolocation system. The navigation system147may be configured to track the path of a vehicle along a travel route. The navigation system147may be configured to operate in conjunction with the autonomous driving module to guide the vehicle along a travel route selected by a user.

The vehicle100can 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 processor(s)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)110is operably 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 of data store(s)115or another portion of the vehicle100may contain such instructions.

In embodiments described herein, a memory112may store autonomous driving module(s)160, a driving mode control module161, and a vehicular hazard mitigation module124. The memory112is a random-access memory (RAM), read-only memory (ROM), a hard-disk drive, a flash memory, or other suitable memory for storing the modules160,161,124. The modules160,161124are, for example, computer-readable instructions that when executed by the processor110, cause the processor(s)110to perform the various functions disclosed herein. Additional modules (not shown) may also be stored in memory112.

The vehicle100can include one or more autonomous driving modules160. The autonomous driving module(s)160can be configured to receive data from the sensor system120and/or any other type of system capable of capturing information relating to the vehicle100and/or the external environment of the vehicle100. The autonomous driving module(s)160can determine position and velocity of the vehicle100. The autonomous driving module(s)160can determine the location of obstacles, obstacles, or other environmental features including traffic signs, trees, shrubs, neighboring vehicles, pedestrians, etc. The autonomous driving module(s)160can be configured to receive, and/or determine location information for obstacles within the external environment of the vehicle100for use by the processor(s)110, and/or one or more of the modules described herein to estimate position and orientation of the vehicle100, 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 vehicle100or determine the position of the vehicle100with respect to its environment for use in either creating a map or determining the position of the vehicle100in respect to map data.

The autonomous driving module(s)160can be configured to execute various vehicle functions and/or to transmit data to, receive data from, interact with, and/or control the vehicle100or one or more systems thereof (e.g., one or more of vehicle systems140). The autonomous driving module(s)160may be configured to autonomously control the vehicle100so as to drive the vehicle along a travel route, from an initial or start location to a destination.

The processor(s)110, the autonomous driving module160, the vehicular hazard mitigation module124, the driving mode control module161and/or other modules described herein can be operably connected to communicate with each other and with the other elements of the vehicle, including various vehicle systems140and/or individual components thereof. For example, referring toFIG. 1, the processor(s)110and the autonomous driving module(s)160can be in communication to send and/or receive information from the various vehicle systems140to control the movement, speed, maneuvering, heading, direction, etc. of the vehicle100. The processor(s)110, the autonomous driving module(s)160, the driving mode control module161, the vehicular hazard mitigation module124and/or other elements of the vehicle may control some or all of the vehicle systems140and, thus, may be partially or fully autonomous.

The processor(s)110, the autonomous driving module(s)160, and the navigation system147may be operable to control the navigation and/or maneuvering of the vehicle100by controlling one or more of the vehicle systems140and/or components thereof. For instance, when operating in an autonomous mode, the processor(s)110and/or the autonomous driving module(s)160can control the direction and/or speed of the vehicle100. The processor(s) and/or the autonomous driving module(s)160can cause the vehicle100to 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).

Many vehicles have several “driving modes” which are selectable by a user. Essentially, each driving mode comprises a collection of distinctive settings for the various vehicle systems140. Each collection of settings is selected to provide associated distinctive driving, handling and ride characteristics depending on the personality and preferences of the user. Designations (i.e., names or labels) and detailed control settings of different driving modes may differ with vehicle make and model. The driving mode may be selectable using dedicated buttons or switches, thus allowing the user to adjust the “personality” of the vehicle.

Examples of driving modes may be a normal mode, comfort mode, sport mode, “super-sport” or “sport-plus” mode, and an economy mode. In some vehicle, the user may be enabled to adjust vehicle system settings to produce one or more customized driving modes. The normal mode may be a default driving mode and may provide a balance between comfort and sport modes. In the normal driving mode, the settings and responses of the vehicle systems may be the same as they would be if the vehicle had no selectable driving modes. For the comfort mode, one or more vehicle systems may be adjusted so as to provide the softest available ride and smoothest drive. For example, the suspension system may be adjusted to its “softest” setting, the transmission system may be adjusted so that gear changes are performed earlier to eliminate higher engine revs, and the steering system may be adjusted to provide a higher steering ratio. For the economy mode, the propulsion, transmission, and other vehicle systems may be adjusted to operate so to maximize fuel economy.

For the sport mode, vehicle systems may be adjusted to stiffen the ride and reduce body roll at higher speeds and in sharper turns. The transmission system may be adjusted so that gear changes are performed at higher engine revs and so that downshifts occur more quickly. The throttle system may be adjusted so that engine response is more rapid when the accelerator pedal is pressed. For a “super-sport” or “sport-plus” mode may be a mode, the same system settings as for the “sport mode” may be applied, but in addition, features such as traction control and stability control may be disengaged or modified to reduce their effects on the ride. Some vehicles may also permit a user to customize vehicle system responses so that individual vehicle systems may have response characteristics associated with different selectable drive modes. For example, the user may configure the vehicle systems so that the engine operates in normal mode and the transmission and steering in comfort mode.

For purposes described herein, “sport” modes such as “sport”, “super-sport”, “sport-plus” or any designation given to a driving mode which facilitates relatively rapid engine response, stiffer ride, reduced roll, and other characteristics of “sport” driving are referred to as “enhanced response driving modes”. Such driving modes may facilitate driving maneuvers such as rapid lane changes and lateral position shifts, quick straight-line acceleration, and other maneuvers which may increase the risk of accidents in a driving environment where one or more other vehicles are driving and within a certain predetermined distance of the vehicle100. When the vehicle100is in such driving situations, the driving mode may be changed autonomously or manually to a different, “non-enhanced response driving mode” (i.e., a driving mode such as comfort, normal, etc.) which does not provide the enhanced response characteristics of the sport driving modes. This may reduce the tendency of a driver to engage in “sport”-like driving maneuvers in situations where the vehicle100is relatively close to one or more other vehicles.

In one or more arrangements, driving mode controls may be embodied in the driving mode controls131of the input system130. Alternatively, the driving mode controls may be hard-wired into the vehicle control console. Other arrangements are also possible. Actuation of the controls operates to implement a chosen collection of vehicle system settings by electronically controlling one or more of the vehicle systems140.

The vehicle100may include a driving mode control module161configured to coordinate control of the individual vehicle system settings to provide a desired combination of vehicle responses. The driving mode control module161may operate responsive to user selection of a driving mode, to control operation of the vehicle systems140to provide a combination of system responses associated with a selected driving mode. Particular response characteristics and/or ranges of response characteristics associated with each selectable driving mode may be saved in a memory, such as memory112. In particular embodiments, the driving mode control module161may be configured to interface wirelessly with an edge device (such as edge device210described herein) for remote control of the vehicle driving mode.

Coordination of control of the individual vehicle system settings to provide a desired combination of vehicle responses may be controlled by an ECU (electronic control unit) of the vehicle. In one or more arrangements, a dedicated control unit (such as driving mode control module161) may be provided for coordinating control of vehicle systems to provide user-selected driving modes. In one or more arrangements, control of the vehicle systems to provide user-selected driving modes may be performed by the autonomous driving module(s)160. In other arrangements, a combination of controllers may be used to provide selected driving modes. Other methods of controlling the driving mode in response to user desires (as expressed by user control commands) may also be employed. Optionally, under certain conditions, the driving mode may be selected autonomously by the autonomous driving module(s)160.

For purposes of operational modes described herein, the vehicular hazard mitigation module124may operate alone or in cooperation with driving mode control module161and/or other modules or vehicle elements to control the driving mode of an associated vehicle. In one or more arrangements, the vehicular hazard mitigation module124may supersede the driving mode control module161or any other normal method or system in controlling the driving mode under the specific driving conditions described, but the vehicular hazard mitigation module124may otherwise be capable of performing all of the driving mode control functions of the superseded method/system. In other arrangements, the vehicular hazard mitigation module124may be configured to perform all the driving mode control functions under the special driving conditions described herein and also under “normal” driving conditions, where proximity to other vehicles in enhanced response driving modes is not an issue. In such embodiments, all of the driving mode control functions may be performed by the vehicular hazard mitigation module124, and the driving mode control module161may be eliminated. In yet other arrangements, the driving mode control module161may be configured to perform all the driving mode control functions of the vehicular hazard mitigation module124, under the traffic conditions described herein. In this case, the driving mode control module161essentially “becomes” the vehicular hazard mitigation module124.

Embodiments of the vehicular hazard mitigation system described herein may be configured to control operation of the vehicle systems to switch the driving mode from a “sport mode”, “sport-plus” mode or “super-sport” or other enhanced response driving mode to a non-enhanced response driving mode when the vehicle is in certain driving situations. For purposes of controlling shifting of the driving mode from an enhanced response driving mode to a non-enhanced response driving mode, the vehicle100may include a vehicular hazard mitigation module124. The vehicular hazard mitigation module124may include computer-readable instructions that when executed by the processor(s)110cause the processor(s) to determine a base vehicle currently driving in an enhanced response driving mode. The base vehicle may be the vehicle100. That is, in an embodiment where the vehicular hazard mitigation module124is located on the vehicle100, if the vehicle100is determined to be driving in an enhanced driving mode, the vehicular hazard mitigation module124may operate on the vehicle100as described herein to change the driving mode of the vehicle.

The vehicular hazard mitigation module124may be configured to, if the vehicle100is determined to be driving in an enhanced driving mode, determine at least one alert zone of the base vehicle. An alert zone may be a predetermined area defined adjacent the vehicle100when the vehicle100is driving. Referring toFIG. 1, in one example, Alert zones of the vehicle100may include a front alert zone251and one or more lateral (i.e., right and/or left side) alert zones252,253.

In one or more arrangements, the alert zones may be defined based on vehicle speed and a “two-second” safe following distance between vehicles. For example, referring toFIG. 2, a front alert zone251of the vehicle100may be defined as a zone ahead of the vehicle100and in the same lane of the vehicle100. The zone may extend a distance F1determined by a distance the vehicle100would travel in two seconds at a current speed of the vehicle. For example, at a speed of 40 mph, the vehicle would travel 117 feet in two seconds; thus, the front alert zone251would extend to 117 feet in front of the vehicle100. In one or more arrangements, for an alert zone defined using the two-second distance rule, the length L1of a front alert zone ahead of the vehicle100may be given by the relationship F1=speedMPH×2.94, where distance or length is expressed in feet and time in seconds. A lateral alert zone of the vehicle100may be an area in a lane adjacent to the lane of the vehicle100, either to the left or right. As shown inFIG. 2, a length L1of a lateral alert zone (such as an alert zone252or253) may be equal to sum of the length of a two-second alert zone F1ahead of the vehicle100, a two-second alert zone L1behind the vehicle100, and a length LV of the vehicle (i.e., L1=F1+L1+LV). If a base vehicle is driving in a lane next to a road shoulder, only a single lateral alert zone may be defined for the base vehicle. Alert zones of a vehicle may be recalculated based on vehicle speed either constantly, periodically, or as needed, as long as the vehicle is traveling in an enhanced response driving mode. In addition, criteria other than a “two-second” safe following distance may be used to define characteristics of the alert zone.

The vehicular hazard mitigation module124may be configured to determine if any other vehicles are driving in any of the alert zones of the vehicle100. For this purpose, vehicular hazard mitigation module124may be configured to receive and analyze sensor data from one or more of environment sensors122.FIG. 2shows an example of positioning of other vehicles261,262,263,264in alert zones of the vehicle100. If any portion of another vehicle is in a front alert zone251of the vehicle100, the other vehicle is considered to be in the front alert zone251. For another vehicle to be considered to be in one of the lateral alert zones252,253, the entire vehicle should be within the boundaries of the alert zone. Thus, the vehicles262,263are in lateral alert zones252,253, respectively, of the vehicle100, while the vehicle264is not in the lateral alert zone252.

The vehicular hazard mitigation module124may be configured to, if at least one other vehicle is currently in any alert zone of the base vehicle100, autonomously control operation of the base vehicle to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode. The non-enhanced response driving mode to which the driving mode will be switched may be pre-selected by a user, or a default driving mode (such as “normal”) may be autonomously implemented.

In one or more arrangements, the vehicular hazard mitigation module124may be configured to generate an alert prior to controlling operation of the base vehicle100to shift the driving mode from an enhanced response driving mode to a non-enhanced response driving mode. The alert message may be configured to indicate to a driver of the base vehicle that the driving mode will be shifted from the enhanced response driving mode to the non-enhanced response driving mode after expiration of a predetermined time period unless the driver manually shifts the driving mode to a non-enhanced response driving mode prior to expiration of the predetermined time period. The driver may then shift the driving mode manually to an allowable (non-enhanced response) mode.

In one or more arrangements, an option may be enabled for the driver/user to manually override the autonomous shifting command, and the alert message may indicate that the driver can exercise the a manual override option to prevent shifting of the driving mode out of the enhanced response driving mode.

The vehicular hazard mitigation module124may be configured to generate at least one signal configured to control operation of at least one display of the base vehicle so as to display a position of each other vehicle in an alert zone of the base vehicle with respect to the base vehicle, after the relative positions of the other vehicles have been determined. This may provide a clear picture to the user of the spatial relationships between the base vehicle100and any vehicles currently traveling in an alert zone of the vehicle100.

In one or more particular embodiments, the vehicular hazard mitigation module124may be configured to generate at least one signal containing information relating to the base vehicle and configured to control operation of at least one display of another vehicle not currently in an alert zone of the base vehicle, for purposes of displaying information relating to the base vehicle. This capability may be employed to transmit information to other vehicles (i.e., “distant vehicles”) such as a vehicle299traveling behind the vehicle100and outside any of the alert zones. The information may relate to the vehicle100and/or any other vehicle detected as driving in an enhanced response driving mode and travelling ahead of the distant vehicle. This may warn a driver of the distant vehicle299that another vehicle driving some distance ahead is in an enhanced response driving mode. The distant driver(s) may wish to take steps to avoid driving near such a vehicle due to a perceived heightened risk of collision if the driver in the enhanced response driving mode vehicle drives more aggressively.

The vehicular hazard mitigation module124may also be configured to, after controlling operation of the base vehicle to shift the driving mode from the enhanced response driving mode to the non-enhanced response driving mode, determine if at least one other vehicle is still in the at least one alert zone of the base vehicle. If at least one other vehicle is still in the at least one alert zone of the base vehicle, the vehicular hazard mitigation module may autonomously control operation of the base vehicle to prevent shifting of the driving mode from the non-enhanced response driving mode to an enhanced response driving mode while at least one other vehicle is in an alert zone of the base vehicle. This function may prevent a user from intentionally or inadvertently switching to an enhanced driving mode while other vehicle(s) are driving in alert zone(s) of the vehicle100.

The vehicular hazard mitigation module124may also be configured to, after controlling operation of the base vehicle to shift the driving mode from the enhanced response driving mode to the non-enhanced response driving mode, determine when no other vehicle is in an alert zone of the base vehicle. The vehicular hazard mitigation module124may be configured to, when it is determined that no other vehicle is in an alert zone of the base vehicle, autonomously control operation of the base vehicle to enable a user to shift the driving mode from the non-enhanced response driving mode to an enhanced response driving mode. Thus, when the alert zones are clear of other vehicles, the driver/user may safely re-engage a sport driving mode. Operation of the vehicle100may be controlled so as to generate a message to the driver that switching to an enhanced response mode has been re-enabled.

Referring toFIG. 2, in alternative embodiments of the vehicular hazard mitigation system, a vehicular hazard mitigation module220as described herein may be located on an edge device210positioned along a road239on which the vehicle100is traveling. In such arrangements, the edge device210may include sensors222configured to detect vehicles driving along the road239. The edge device210may incorporate (or be in operable communication with) a memory224and processors226configured for performing the driving mode control operations described herein and associated operations. The edge device may include (or be in operable communication with) a communications interface228. The communications interface228may be configured to communicate with any vehicle having user-selectable driving modes as described herein, to determine what driving mode the vehicle is driving in. The edge device210may be configured to generate control commands controlling the driving modes of various vehicles on the road239and to communicate (via communications interface228) with the vehicle to convey the commands to the vehicles. Thus, the edge device210may control the driving mode of the vehicle100in the manner described here instead of the driving mode being controlled locally on the vehicle100.

In particular arrangements, for embodiments where the vehicular hazard mitigation module resides on edge device, the vehicular hazard mitigation module may be configured to, for each other vehicle in an alert zone of the base vehicle, determine if the other vehicle is currently driving in an enhanced response driving mode. The vehicular hazard mitigation module213may query the vehicles driving within range of the edge device sensors to determine what driving modes the vehicles are in, until a base vehicle (such as the vehicle100) driving in an enhanced response driving mode is determined. The edge device vehicular hazard mitigation module213may then determine alert zones for the base vehicle driving in the enhanced response driving mode, as previously described. The edge device vehicular hazard mitigation module213may be configured to determine if any other vehicles are driving in any alert zone of the base vehicle, as previously described. The edge device vehicular hazard mitigation module213may be configured to, if at least one other vehicle is currently in an alert zone of the base vehicle, autonomously control operation of the base vehicle to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode, as previously described.

Also as previously described, the edge device vehicular hazard mitigation module213may be configured to, after the pertinent vehicle driving modes have been shifted, control operation of the base vehicle to prevent shifting of the driving mode from a non-enhanced response driving mode to an enhanced response driving mode while any other vehicles are in an alert zone of the base vehicle, as previously described. The edge device vehicular hazard mitigation module213may also be configured to, after controlling operation of the base vehicle to shift the driving mode from the enhanced response driving mode to the non-enhanced response driving mode, determine when no other vehicle is in an alert zone of the base vehicle. The edge device vehicular hazard mitigation module213may be configured to, when it is determined that no other vehicle is in an alert zone of the base vehicle, autonomously control operation of the base vehicle to enable a user to shift the driving mode from the non-enhanced response driving mode to an enhanced response driving mode. Thus, when the alert zones are clear of other vehicles, the driver/user may safely re-engage a sport driving mode. Operation of the vehicle100may be controlled so as to generate a message to the driver that switching to an enhanced response mode has been re-enabled.

In addition, the edge device vehicular hazard mitigation module213may be configured to, for each other vehicle in an alert zone of the base vehicle, determine if the other vehicle is currently driving in an enhanced response driving mode. The edge device vehicular hazard mitigation module may be configured to, if the other vehicle is currently driving in an enhanced response driving mode, autonomously control operation of the other vehicle to shift the driving mode of the other vehicle from the enhanced response driving mode to a non-enhanced response driving mode. This capability enables the edge device vehicular hazard mitigation module213to control the driving modes of several relatively closely-spaced vehicles to ensure that the vehicles all drive in non-enhanced response driving modes until the vehicles are spaced apart a sufficient distance to reduce the risk of accident from one or more drivers driving in an enhanced response driving mode.

The edge device vehicular hazard mitigation module may be configured to generate alert messages to the drivers of the other vehicles traveling in the alert zones of the base vehicle in enhanced response driving modes, as previously described. The messages may, for example, alert the drivers that the driving modes of their respective vehicles will be changed after expiration of a predetermined time period if the drivers do not shift the respective driving modes. The edge device vehicular hazard mitigation module may be configured to, as previously described and after any other vehicle driving mode(s) have been shifted, control operation of each vehicle in an alert zone of the base vehicle to prevent shifting of the vehicle driving mode from a non-enhanced response driving mode to an enhanced response driving mode while the vehicle is still in an alert zone of the base vehicle, as previously described.

The edge device vehicular hazard mitigation module213may also be configured to, after controlling operation of the other vehicle to shift the driving mode of the other vehicle from the enhanced response driving mode to the non-enhanced response driving mode, determine when the other vehicle is no longer in an alert zone of the base vehicle. The edge device vehicular hazard mitigation module may be configured to, when it is determined that the other vehicle no longer in an alert zone of the base vehicle, autonomously control operation of the other vehicle to enable a user to shift the driving mode of the other vehicle from the non-enhanced response driving mode to an enhanced response driving mode. Thus, when the other vehicle is no longer in an alert zone of the base vehicle, the driver/user of the other vehicle may safely re-engage a sport driving mode. The edge device vehicular hazard mitigation module may be configured to generate a message to the driver of the other vehicle that switching to an enhanced response mode has been re-enabled.

Various other resources may be located on servers on cloud240or other devices. These cloud sources may include sources for weather information242and traffic information244. The vehicle100and/or edge device210may be configured for communication with the cloud devices240, to aid in performance of the driving mode control functions described herein and for other purposes.

FIGS. 3 and 4are flow diagrams illustrating operation of embodiments of the vehicular hazard mitigation system as described herein. Operations shown inFIG. 3(involving control of the driving mode of the base vehicle) may be managed by a vehicular hazard mitigation module located either on the base vehicle or on an edge device as previously described. For purposes of description, operations inFIG. 3will be described from the perspective of a vehicular hazard mitigation module124located on the vehicle100. Operations shown inFIG. 4(involving control of the driving modes of vehicles other than the base vehicle) may generally be managed by a vehicular hazard mitigation module213located on an edge device, such as edge device210.

Referring toFIG. 3, in block302, the vehicular hazard mitigation module124may determine or identify a base vehicle (such as vehicle100) currently driving in an enhanced response driving mode. In block304, the vehicular hazard mitigation module124may determine alert zones for the base vehicle100, as previously described. In block306, the vehicular hazard mitigation module124may determine if any other vehicle is currently in an alert zone of the base vehicle100. If no other vehicle is currently in an alert zone of the base vehicle, control may pass to block308, where the vehicular hazard mitigation module124may determine if the base vehicle is still driving in an enhanced response driving mode. If the original base vehicle is not still driving in an enhanced response driving mode, the vehicular hazard mitigation module124may attempt to identify another base vehicle currently driving in an enhanced response driving mode (block302). However, if the original base vehicle is still driving in an enhanced response driving mode, control may transfer back to block306. This sequence may repeat until another vehicle enters an alert zone of the base vehicle.

When another vehicle is determined to be in an alert zone of the base vehicle, the vehicular hazard mitigation module124may (in block314) flag all of the other vehicles in the alert zones of the base vehicle. The other vehicles may be tagged with identifiers which may be stored in a memory so that the vehicles can be identified while they are in the alert zones of the base vehicle. Information regarding the other vehicles may be used to track when the other vehicles leave the alert zones and/or re-enter the alert zones. Any new vehicles entering an alert may also be tagged for reference. Information regarding the other vehicles may also be used by an edge device vehicular hazard mitigation module213to control driving modes of the other vehicles as described herein. In an embodiment of the vehicular hazard mitigation module213located on an edge device, the other vehicles driving in the alert zones may also be queried for other information, if necessary, in order to enable the edge server vehicular hazard mitigation module to perform the driving mode control functions described herein.

The vehicular hazard mitigation module124may also (in block328) control operation of a display of the base vehicle to display positions of all the other vehicles currently in alert zones of the base vehicle. The positions of the other vehicle relative to each other and relative to the base vehicle may be displayed. In block330, the vehicular hazard mitigation module124may then (or simultaneously with block328) generate at least one signal configured to control operation of at least one display of another vehicle outside any alert zone of the base vehicle100, and containing information relating to the base vehicle100.

Returning to block306, when another vehicle is determined to be in an alert zone of the base vehicle, the vehicular hazard mitigation module124may also (in block310) control operation of the base vehicle to generate an alert message to a user/driver of the of base vehicle. The message may be directed to informing the user/driver that the driving mode will be switched autonomously when a predetermined time period expires if the driving mode has not been switched manually. The alert message may include an autonomous driving mode shifting command override option as previously described, if the vehicle100is provided with one.

Control may then pass to block312, where the vehicular hazard mitigation module124may determine if the user overrode the autonomous control of the driving mode. If the user overrode the autonomous control of the driving mode, control may pass to block315, where the enhanced response driving mode may be maintained. However, if the user did not override the autonomous control of the driving mode, the vehicular hazard mitigation module124may (in block318) determine if the base vehicle is still driving in an enhanced response driving mode (i.e., whether or not the user shifted the driving zone manually). If the base vehicle is still driving in an enhanced response driving mode after expiration of the predetermined time period, the vehicular hazard mitigation module124may (in block320) autonomously control operation of the base vehicle to shift the driving mode from the enhanced response driving mode to a non-enhanced response driving mode.

After controlling operation of the base vehicle to shift the driving mode to a non-enhanced response driving mode, the vehicular hazard mitigation module124may (in block322) determine if any other vehicles are still in alert zones of the base vehicle. If any other vehicles are still in alert zones of the base vehicle, the vehicular hazard mitigation module124may (in block324) autonomously control operation of the base vehicle to prevent shifting of the base vehicle driving mode from the non-enhanced response driving mode to an enhanced response driving mode. This control may be in effect as long as any other vehicles are in an alert zone of the base vehicle. However, if no other vehicles are still in alert zones of the base vehicle, the vehicular hazard mitigation module124may (in block326) autonomously control operation of the base vehicle to enable a user to shift the base vehicle driving mode from the non-enhanced response driving mode to an enhanced response driving mode.

FIG. 4is a flow diagram showing one embodiment of a control scheme for the driving mode of a vehicle other than the base vehicle, where the other vehicle is driving in an alert zone of the base vehicle. The control scheme will be described for implementation in a single vehicle. However, the control scheme shown may be implemented independently for each other vehicle driving in any alert zone of the base vehicle, and each other vehicle may be controlled in parallel and simultaneously in the manner described. For example, the driving modes of each of other vehicles261,262, and263(FIG. 2) may be controlled as described inFIG. 4because these vehicles are considered to be in alert zones of the base vehicle100.

As previously described, control of the other vehicle driving modes may be managed by a vehicular hazard mitigation module (such as module213) located on an edge device210in operable communication with the other vehicles. Alternatively, control of the driving modes of the other vehicles may be managed by a vehicular hazard mitigation module located elsewhere (such as in cloud240).

In block404, the vehicular hazard mitigation module213may determine if the other vehicle is currently driving in an enhanced response driving mode. If the other vehicle is not driving in an enhanced response driving mode, the driving mode of the other vehicle does not need to be shifted by the vehicular hazard mitigation module213. Then, the vehicular hazard mitigation module213may (in block406) determine if the other vehicle is still in an alert zone of the base vehicle. If the other vehicle is not still in an alert zone of the base vehicle, the control routine may end. If, however, the other vehicle is still in an alert zone of the base vehicle, control may revert back to block404to determine if the other vehicle has shifted to an enhanced response driving mode in the interim.

Returning to block404, if the other vehicle is currently driving in an enhanced response mode, the vehicular hazard mitigation module213may (in block408) control operation of the other vehicle to generate an alert message to a user/driver of the other vehicle. The message may be directed to informing the user/driver that the other vehicle driving mode will be switched autonomously when a predetermined time period expires if the driving mode has not been switched manually. The alert message may include an autonomous driving mode shifting command override option as previously described, if the other vehicle is provided with one. Control may then pass to block410, where the vehicular hazard mitigation module213may determine if the user overrode the autonomous control of the other vehicle driving mode. If the user overrode the autonomous control of the driving mode, control may pass to block412, where the enhanced response driving mode may be maintained.

However, if the user did not override the autonomous control of the other vehicle driving mode, the vehicular hazard mitigation module213may (in block414) determine if the other vehicle is still driving in an enhanced response driving mode (i.e., whether or not the user shifted the driving zone manually). If the base vehicle is not still driving in an enhanced response driving mode, the vehicular hazard mitigation module213may (in block418) determine if the other vehicle still in an alert zone of the base vehicle. If the other vehicle is still in an alert zone of the base vehicle, the vehicular hazard mitigation module213may (in block420) autonomously control operation of the other vehicle to prevent shifting of the other vehicle driving mode from the non-enhanced response driving mode to an enhanced response driving mode. This control may be in effect as long as the other vehicle is in an alert zone of the base vehicle. However, if the other vehicle is not still in an alert zone of the base vehicle, the vehicular hazard mitigation module213may (in block422) autonomously control operation of the other vehicle to enable a user to shift the other vehicle driving mode from the non-enhanced response driving mode to an enhanced response driving mode.

Returning to block414, if the other vehicle is still driving in an enhanced response driving mode, the vehicular hazard mitigation module213may (in block416) autonomously control operation of the base vehicle to shift the driving mode from the enhanced response driving mode to a non-enhanced response driving mode. After controlling operation of the base vehicle to shift the driving mode to a non-enhanced response driving mode, control may pass to block418and subsequent blocks as previously described.

In another aspect of the embodiments described herein, a method is provided for controlling a driving mode of a vehicle is provided. The method includes a step of (a) determining a base vehicle currently driving in an enhanced response driving mode. In a step (b), at least one alert zone of the base vehicle is then determined. In a step (c), a determination is then made as to whether at least one other vehicle is currently in the at least one alert zone of the base vehicle. In a step (d), if at least one other vehicle is currently in the at least one alert zone of the base vehicle, operation of the base vehicle is autonomously controlled to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode. If at least one other vehicle is not currently in the at least one alert zone of the base vehicle, steps (b)-(d) are repeated until the base vehicle is no longer driving in an enhanced response driving mode.

The method may further include a step of, after controlling operation of the base vehicle to shift the driving mode of the vehicle from the enhanced response driving mode to the non-enhanced response driving mode, determining if at least one other vehicle is still in the at least one alert zone of the base vehicle. The method may further include a step of, if at least one other vehicle is still in the at least one alert zone of the base vehicle, autonomously controlling operation of the base vehicle to prevent shifting of the driving mode from the non-enhanced response driving mode to an enhanced response driving mode while at least one other vehicle is in an alert zone of the base vehicle. The method may further include a step of, if at least one other vehicle is not still in the at least one alert zone of the base vehicle, autonomously controlling operation of the base vehicle to enable a user to shift the driving mode from the non-enhanced response driving mode to an enhanced response driving mode.

In yet another aspect of the embodiments described herein, a non-transitory computer-readable medium is provided for controlling a driving mode of a vehicle and storing instructions that when executed by one or more processors cause the processor(s) to (a) determine a base vehicle currently driving in an enhanced response driving mode; (b) determine at least one alert zone of the base vehicle; (c) determine if at least one other vehicle is currently in the at least one alert zone of the base vehicle; (d) if at least one other vehicle is currently in the at least one alert zone of the base vehicle, autonomously control operation of the base vehicle to shift the driving mode of the base vehicle from the enhanced response driving mode to a non-enhanced response driving mode; and (e) if at least one other vehicle is not currently in the at least one alert zone of the base vehicle, repeat steps (b)-(e) until the base vehicle is no longer driving in an enhanced response driving mode.