Systems and methods for adapting activation timing of alerts

System, methods, and other embodiments described herein relate to alerting a passenger about hazards when exiting a subject vehicle. In one embodiment, a method includes identifying an initial target and a subsequent target according to sensor data about a surrounding environment of the subject vehicle. The method includes, in response to determining that the initial target satisfies an alert threshold, activating an initial alert for a defined time to inform the passenger of a hazard associated with the initial target and the passenger exiting the subject vehicle into a path of the initial target. The method includes extending the defined time responsive to the subsequent target satisfying the alert threshold and a timing threshold that defines a cool-down period between activating separate alerts.

TECHNICAL FIELD

The subject matter described herein relates in general to systems and methods for providing warnings to occupants of a vehicle and, more particularly, to extending an alert from a first event when multiple events are detected in succession thereby avoiding an intermittent lapse of the alert during which the occupant may encounter a hazard if exiting the vehicle.

BACKGROUND

Vehicles may employ various safety systems to protect passengers, such as airbags, active/passive restraints, automated control assistance (e.g., anti-lock braking systems (ABS)), and so on. While these systems improve the safety of the passengers, they do not generally function to improve the safety of the passengers from external hazards when exiting the vehicle. That is, the noted systems facilitate preventing crashes and/or protecting passengers against injury while underway in the vehicle, but do not generally facilitate helping the passenger when, for example, exiting the vehicle.

Thus, the passenger is generally left to their own intuition when exiting from the vehicle in relation to potential hazards that exist around the vehicle. Moreover, while some systems may provide warnings to passengers about nearby vehicles, such systems generally lack the ability to distinguish between particular hazards of various scenarios. For example, various systems may directly issue alerts whenever a nearby vehicle is sensed but fails to account for different occurrences of multiple vehicles in succession. As such, there is generally a need to better inform the passenger in order to further ensure the safety of the passenger when exiting the vehicle.

SUMMARY

In one embodiment, example systems and methods associated with alerting a passenger about hazards when exiting a subject vehicle are disclosed. As previously noted, external hazards such as closely passing vehicles may be difficult for a passenger to identify when exiting a vehicle. Even more problematic can be a circumstance in which a safe exit system provides abruptly ends an alert as a hazard passes only to soon thereafter initiate another alert for a subsequent hazard. This short intervening time without an alert can provide a false sense of safety to a passenger resulting in the passenger exiting the vehicle only to encounter an additional hazard subsequent to the first hazard.

Therefore, in one embodiment, a disclosed system improves the safety of a passenger by extending an initial alert about a first hazard when a subsequent hazard proceeds after the first to avoid intervals without an alert when hazards occur in close succession. For example, in one embodiment, the disclosed system initially identifies the presence of multiple targets in a surrounding environment of a subject vehicle. The targets may include any type of dynamic object that represents a hazard to a passenger exiting the vehicle. Thus, the targets may be other vehicles, motorcyclists, bicyclists, pedestrians (e.g., runners), etc. From observed information about the targets such as positions and velocities, the disclosed system may determine trajectories for the targets and whether the targets represent hazards to a passenger exiting the vehicle.

Accordingly, the disclosed system may initially activate an alert about a first one of the targets when the target is a hazard. If an additional target is then identified as a threat for which an alert will be provided, the initial alert, in one embodiment, is extended to remain active through an intervening time between the alerts. Thus, instead of deactivating the alert for a short period of time and potentially providing a false sense of safety to the passenger, the system can extend the alert to effectively merge the initial alert and a subsequent alert, thereby improving situational awareness of the passenger. In this way, the disclosed approach functions to improve the safety of the passenger by extending alerts when successive hazards are present to improve awareness of the passenger when exiting the vehicle.

In one embodiment, a warning system for alerting a passenger about hazards when exiting a subject vehicle is disclosed. The warning system includes one or more processors and a memory that is communicably coupled to the one or more processors. The memory stores a detection module including instructions that when executed by the one or more processors cause the one or more processors to identify an initial target and a subsequent target according to sensor data about a surrounding environment of the subject vehicle. The memory stores an alert module including instructions that when executed by the one or more processors cause the one or more processors to, in response to determining that the initial target satisfies an alert threshold, activate an initial alert for a defined time to inform the passenger of a hazard associated with the initial target and the passenger exiting the subject vehicle into a path of the initial target. The alert module includes instructions to extend the defined time responsive to the subsequent target satisfying the alert threshold and a timing threshold that defines a cool-down period between activating separate alerts.

In one embodiment, a non-transitory computer-readable medium for alerting a passenger about hazards when exiting a subject vehicle is disclosed. The computer-readable medium stores instructions that, when executed by one or more processors, cause the one or more processors to perform the disclosed functions. The instructions include instructions to identify an initial target and a subsequent target according to sensor data about a surrounding environment of the subject vehicle. The instructions include instructions to, in response to determining that the initial target satisfies an alert threshold, activate an initial alert for a defined time to inform the passenger of a hazard associated with the initial target and the passenger exiting the subject vehicle into a path of the initial target. The instructions include instructions to extend the defined time responsive to the subsequent target satisfying the alert threshold and a timing threshold that defines a cool-down period between activating separate alerts.

In one embodiment, a method of alerting a passenger about hazards when exiting a subject vehicle is disclosed. In one embodiment, the method includes identifying an initial target and a subsequent target according to sensor data about a surrounding environment of the subject vehicle. The method includes, in response to determining that the initial target satisfies an alert threshold, activating an initial alert for a defined time to inform the passenger of a hazard associated with the initial target and the passenger exiting the subject vehicle into a path of the initial target. The method includes extending the defined time responsive to the subsequent target satisfying the alert threshold and a timing threshold that defines a cool-down period between activating separate alerts.

DETAILED DESCRIPTION

Systems, methods, and other embodiments associated with alerting a passenger about hazards when exiting a subject vehicle are disclosed. As previously noted, passengers exiting a vehicle can be vulnerable to closely passing vehicles and other dynamic objects. For example, when a passenger exits a vehicle that is stopped along a roadway, in a parking lot, or in another location where dynamic objects may pass proximate to the vehicle, the passenger is at risk of colliding with the objects. In some circumstances, such a collision may have minimal impact (e.g., collision with another pedestrian), while in further circumstances such an encounter may have much greater consequences, but in no circumstances is such an encounter desirable.

Moreover, in various embodiments, a system may issue alerts according to the proximity of detected objects to the subject vehicle. However, such alerts generally fail to account for multiple successive hazards, and, thus, may end abruptly as a hazard passes only to soon thereafter re-initiate for another subsequent hazard. This short intervening time without an alert can provide a false sense of safety to a passenger resulting in the passenger exiting the vehicle only to encounter an additional hazard subsequent to the first hazard.

Therefore, in one embodiment, a disclosed system improves the safety of a passenger by extending an initial alert when a subsequent hazard exists after a first hazard to avoid short intervals without an alert when hazards occur in close succession. For example, in one embodiment, the disclosed system initially identifies the presence of multiple targets in a surrounding environment of a subject vehicle. The targets may include any type of dynamic object that represents a hazard to a passenger exiting the vehicle. Thus, the targets may be other vehicles, motorcyclists, bicyclists, pedestrians (e.g., runners), etc. From observed information about the targets such as positions and velocities, the disclosed system may determine predicted trajectories for the targets and whether the targets represent hazards to a passenger exiting the vehicle. In one example, the system determines whether the identified targets are within or will pass within a defined threshold distance of the vehicle according to the observed information.

Accordingly, the disclosed system may initially activate an alert about a first one of the targets when the target is a hazard. The alert itself may take different forms that can include locking the vehicle door, visual indicators about the hazard, audible indicators, haptic feedback, and so on. Subsequently, if the system identifies an additional target as a threat for which an alert will be provided, the initial alert, in one embodiment, is extended to remain active through an intervening time between the alerts. Thus, instead of deactivating the alert for a short period of the intervening time and potentially providing a false sense of safety to the passenger, the system can extend the alert to effectively merge the initial alert and a subsequent alert, thereby improving situational awareness of the passenger that the safety threat remains active should they choose to exit the vehicle. In this way, the disclosed approach functions to improve the safety of the passenger by extending alerts when successive hazards are present to improve awareness of the passenger when exiting the vehicle.

Referring toFIG. 1, an example of a vehicle100is illustrated. As used herein, a “vehicle” is any form of powered transport. In one or more implementations, the vehicle100is an automobile. While arrangements will be described herein with respect to automobiles, it will be understood that embodiments are not limited to automobiles. In some implementations, the vehicle100may be any form of powered transport that, for example, transports passengers, and thus benefits the functionality discussed herein.

The vehicle100also includes various elements. It will be understood that in various embodiments, the vehicle100may not have all of the elements shown inFIG. 1. The vehicle100can have different combinations 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. Further, the elements shown may be physically separated by large distances and provided as remote services (e.g., cloud-computing services).

Some of the possible elements of the vehicle100are shown inFIG. 1and will be described along with subsequent figures. A description of many of the elements inFIG. 1will be provided after the discussion ofFIGS. 2-5for purposes of brevity of this description. Additionally, it will be appreciated that for simplicity and clarity of illustration, where appropriate, reference numerals have been repeated among the different figures to indicate corresponding, analogous, or similar elements. Furthermore, it should be understood that the embodiments described herein may be practiced using various combinations of the described elements.

In either case, the vehicle100(also referred to as the subject vehicle or ego vehicle herein) includes a warning system170that functions to improve the safety of passengers of the vehicle100. Moreover, while depicted as a standalone component, in one or more embodiments, the warning system170is integrated with the autonomous driving system160(e.g., when present), or another component of the vehicle100. The noted functions and methods will become more apparent with a further discussion of the figures.

With reference toFIG. 2, one embodiment of the warning system170is further illustrated. As shown, the warning system170includes a processor110. Accordingly, the processor110may be a part of the warning system170, or the warning system170may access the processor110through a data bus or another communication pathway. In one or more embodiments, the processor110is an application-specific integrated circuit that is configured to implement functions associated with a detection module220and an alert module230. More generally, in one or more aspects, the processor110is an electronic processor such as a microprocessor that is capable of performing various functions as described herein when loading the noted modules and executing encoded functions associated therewith.

In one embodiment, the warning system170includes a memory210that stores the detection module220and the alert module230. The memory210is a random-access memory (RAM), read-only memory (ROM), a hard disk drive, a flash memory, or other suitable memory for storing the modules220and230. The modules220and230are, for example, computer-readable instructions that, when executed by the processor110, cause the processor110to perform the various functions disclosed herein. While, in one or more embodiments, the modules220and230are instructions embodied in the memory210, in further aspects, the modules220and230include hardware such as processing components (e.g., controllers), circuits, etc. for independently performing one or more of the noted functions.

Furthermore, in one embodiment, the warning system170includes a data store240. The data store240is, in one embodiment, an electronically-based data structure for storing information. In at least one approach, the data store240is a database that is stored in the memory210or another suitable medium, and that is configured with routines that can be executed by the processor110for analyzing stored data, providing stored data, organizing stored data, and so on. In either case, in one embodiment, the data store240stores data used by the modules220and230in executing various functions. In one embodiment, the data store240includes sensor data250, and constraints260(e.g., alert thresholds, timing thresholds, defined activation times, etc.) along with, for example, other information that is used by and/or produced by the modules220and230.

Accordingly, the detection module220generally includes instructions that function to control the processor110to acquire data inputs from one or more sensors (e.g., the sensor system120) of the vehicle100that form the sensor data250. In general, the sensor data250includes information that embodies observations of the surrounding environment of the vehicle100. The observations of the surrounding environment, in various embodiments, can include surrounding lanes, targets (e.g., dynamic objects), static objects, obstacles, etc. that may be present in the lanes, proximate to a roadway, within a parking lot, garage structure, driveway, or another area within which the vehicle100is traveling and/or parked.

While the detection module220is discussed as controlling the various sensors to provide the sensor data250, in one or more embodiments, the detection module220can employ other techniques to acquire the sensor data250that are either active or passive. For example, the detection module220may passively sniff the sensor data250from a stream of electronic information provided by the various sensors to further components within the vehicle100. Moreover, the detection module220can undertake various approaches to fuse data from multiple sensors when providing the sensor data250and/or from sensor data acquired over a wireless communication link (e.g., v2v) from one or more surrounding vehicles or from one or more infrastructure-based sensors (e.g., vehicle-to-infrastructure). Thus, the sensor data250, in one embodiment, represents a combination of perceptions acquired from multiple sensors and/or sources.

In addition to locations of surrounding targets, the sensor data250may also include, for example, information about lane markings, velocities of surrounding targets, positions, and so on. Moreover, the detection module220, in one embodiment, controls the sensors to acquire the sensor data250about an area that encompasses 360 degrees about the vehicle100in order to provide a comprehensive assessment of the surrounding environment. Accordingly, the sensor data250may include varying forms of observations about the surrounding environment that the detection module220derives from a single type of sensor (e.g., a radar sensor) or that the detection module220derives from fusing sensor data from multiple sources (e.g., mono-camera, stereo camera, LiDAR, radar, ultrasonic, etc.). In any case, the sensor data250provides observations of the surrounding environment to support the detection, identification, and localization of the targets, and, in at least one embodiment, aspects of the environment that may influence paths/trajectories of the targets.

Thus, the detection module220processes the sensor data250to detect the surrounding objects and track particular ones of the objects as targets (e.g., objects traveling in a lane adjacent to the vehicle100). As previously noted, the surrounding objects can include various types of objects such as vehicular (e.g., automobiles, trucks, motorcycles, etc.), non-vehicular (e.g., pedestrians, animals, bicycles, etc.), etc. Whichever objects makeup the detected surrounding objects/targets, the warning system170generally functions to determine hazards to a passenger that may exit via one of the doors of the vehicle100and provide the alerts for the hazards.

Moreover, while the present disclosure generally describes the warning system170within the context of detecting two surrounding vehicles, and providing the alerts in relation to the two surrounding vehicles, it should be appreciated that the warning system170may detect and provide alerts for any number of vehicles and/or other objects in a surrounding environment. For example, in various examples, the warning system170may detect two, three, four, or more objects, including vehicles and other types of dynamic objects.

In any case, the detection module220, as noted, generally functions to detect the target objects and determine the characteristics of the targets from the sensor data250. The characteristics generally include at least a current position relative to the vehicle100, and a velocity (i.e., speed and direction). In additional aspects, the detection module220may further predict trajectories that are, for example, extrapolated from multiple prior observations (e.g., over two or more prior time steps). In any case, the detection module220generally uses the position and velocity information about the targets to predict future positions of the targets from which the detection module220can generate a determination about whether the targets are hazards or not. Of course, in other approaches, the detection module220may simply determine whether the targets are hazards according to a current position relative to the vehicle100.

In any case, the detection module220functions to detect and determine characteristics of the surrounding objects so that the alert module230can determine which of the objects represent hazards that are then identified as targets and are tracked accordingly. Thus, as noted, in various aspects, the detection module220may generate separate observations (e.g., positions and/or trajectories) about the targets that the detection module220provides to the alert module230for further analysis. For example, in an instance where the detection module220is tracking to successive targets, the detection module220may generate a first trajectory and a second trajectory associated with the respective targets and provide the trajectories to the alert module230at defined intervals. In this way, the warning system170can track targets and determine when to generate alerts.

With continued reference toFIG. 2, in one embodiment, the alert module230generally includes instructions that function to control the processor110to determine when targets constitute hazards and to activate alerts accordingly. In a further aspect, the alert module230extends or otherwise merges alerts for successive hazards in order to avoid brief periods without an active alert between successive hazards. By way of example, consider an occurrence of the detection module220detecting two vehicles approaching the vehicle100in succession. The alert module230uses the observations derived by the detection module220about the first and second vehicle (i.e., first and second targets) to determine whether the vehicles are hazards to a passenger that may exit the vehicle100. In one embodiment, the alert module230iteratively compares the position of identified dynamic objects to an alert threshold to determine whether a respective object is a hazard. In one embodiment, the constraints260define the alert threshold as a minimum clearance (e.g., 2.0 m) between the vehicle100and a passing object. In further aspects, the alert module230extrapolates a path of the target out to a defined horizon (e.g., the defined time) and uses an estimated position of the target to determine whether the alert threshold is satisfied.

Thus, the alert module230, in one embodiment, determines a lateral offset of an object with respect to a subject door of the vehicle100. That is, as a further aspect, in one approach, the alert module230monitors the doors of the vehicle100to determine which door is potentially associated with an exiting passenger and determines the lateral offset of the approaching object according to a corresponding side of the vehicle100for the door. In one aspect, the sensor data250can further include information about an interior of the vehicle100, such as, seat occupancy sensors, door sensors, seat belt sensors, characteristics of the passenger (e.g., mobility, age, etc.), and other information that provides insights about the passenger and which door the passenger is likely to exit.

Thus, in one embodiment, when the system170detects that the vehicle100stops, and that a seat belt is unbuckled and/or a door handle is activated, the alert module230then generates an alert for a corresponding side/door of the vehicle100, if conditions for providing an alert are met (e.g., a target object is within the alert threshold or will pass within the alert threshold in a defined period of time ˜5.0 s). In a further aspect, the alert module230may provide an alert whenever a hazard is present, and the vehicle100is stopped without consideration to aspects relating specifically to the passenger (e.g., seat belt sensor, etc.). It should be appreciated that such an alert is generally not delivered when the vehicle100is in motion.

Additionally, the alert module230, in one or more aspects, uses the characteristics of the passenger to adjust (e.g., lengthen) the defined time for which the alert is delivered prior to the target passing within the alert threshold. For example, in one approach, the alert module230detects the characteristics of the passenger using interior sensors of the vehicle100, such as cameras. In further aspects, the passenger may provide direct inputs to the system170specifying aspects, such as mobility, age, etc. In general, mobility is intended to encompass the ability of the passenger to move into and out of the vehicle100. Thus, the alert module230may define the mobility of the user according to age (e.g., youth vs. elderly), disability status (e.g., wheel chair, crutches, etc.), or other indicators that can be derived according to acquired sensor data or directly from the inputs. While the alert module230may use age as a direct indicator of mobility, the alert module230may also use camera images to track a movement of the passenger in determining the mobility and/or use the presence of assistance related devices (e.g., wheelchair). Moreover, the alert module230may further consider passengers of a young age as requiring further time, and thus may extend the defined time. In general, the alert module230adjusts the defined time in relation to the characteristics of the passengers to provide notice to the passenger sooner (e.g., 7.0 seconds prior to a target passing as opposed to 5.0 seconds). In yet further instances, the alert module230may also adjust the alert threshold to provide a greater amount of room next to the vehicle100for passengers that are younger or that require greater room for loading because of mobility (e.g., wheelchair ramp).

In any case, the alert module230, in one approach, determines whether a target satisfies the alert threshold by comparing a position (e.g., a future position as estimated according to a current position and velocity) of the target with the alert threshold. In one approach, the alert module230compares the position by projecting a line that is parallel to the sides of the vehicle100at the clearance distance defined by the alert threshold. Thus, the alert threshold generally defines a safe zone or box around the vehicle100. Accordingly, if the position of the target object is within the safe zone or projected to be within the safe zone within a defined time horizon (e.g., 5 s), then the alert module230determines that the target object satisfies the alert threshold and activates the alert. Accordingly, the alert module230may use the trajectories of the detected targets/objects, as previously mentioned. The alert module230may project a straight-line path according to a current speed and velocity or generate a trajectory over multiple observations of the target to provide a more precise approximation. In either case, the alert module230is generally defining a region about the vehicle100using the alert threshold and assessing whether respective targets will violate the region thereby indicating whether respective targets represent hazards to an exiting passenger.

Thus, the alert module230, in various approaches, generates the alert itself in different forms. In one embodiment, the alert module230generates the alert as an audible indicator (i.e., a sound). In further approaches, the alert module230generates the alert as a visual indicator (e.g., a warning light positioned near or on doors of the vehicle100). In yet further approaches, the alert module230may generate haptic feedback, lock a door, or perform other functions to provide the alert. Moreover, the alert module230can combine one or more different forms of the alert together, and/or generate the alert, for example, only upon sensing that a passenger is about to exit the vehicle100(e.g., from seat belt sensors, door sensors, etc.).

Additionally, the alert module230may adapt a form of the alert itself. For example, in general, the constraints260also indicate a defined time for which the alert remains active (e.g., a time that a light is on or a sound is played). In one approach, the defined time is five seconds. However, it should be appreciated that the precise timing may vary according to the implementation but is generally configured to provide a sufficient warning to the passenger to avoid the passenger exiting into a dangerous situation. Further, the alert module230may adapt an intensity (e.g., brightness, sound level, etc.) as a hazard nears. Moreover, as previously mentioned, the alert module230may generate the alerts as separate discrete occurrences, and may also extend alerts to merge multiple alerts together for successive targets. When multiple targets approach the vehicle100in succession and satisfy the alert threshold, there may be an intervening time between the alerts for which the alert module230does not generate an alert. When this intervening time is short (e.g., 2 seconds), the passenger may think the hazard has passed and quickly exit the vehicle100only to encounter the subsequent target bearing down on the vehicle100. Thus, abruptly ending an alert when a subsequent alert is to be issued has the potential to cause a dangerous circumstance.

As such, in one approach, the alert module230extends the defined time of an initial alert to cause the initial alert to be continuously active for the defined time of the initial alert, the intervening time, and the defined time for a subsequent alert. Extending the alert to merge multiple alerts together provides for improving the safety of the passenger when exiting the vehicle100by avoiding intervening moments with no alert. Thus, the alert module230, upon activating an alert, in one embodiment, monitors for an additional target satisfying the alert threshold. If the alert module230determines that a subsequent target satisfies the alert threshold, then instead of abating the initial alert, the alert module230continues to activate the initial alert beyond the defined time such that the initial alert spans an intervening time between the initial alert and a time when a subsequent alert is scheduled to be delivered.

In one approach, the alert module230determines whether to extend the initial alert according to a timing threshold. The timing threshold corresponds with a cool-down period after the initial alert is to end. Thus, when the intervening time is, for example, less than the timing threshold, the alert module230extends the initial alert. The timing threshold is generally an amount of time between alerts that is considered adequate for a passenger to exit the vehicle without concern for another hazard being immediately present. Accordingly, the subsequent target satisfies the timing threshold when the intervening time does not extend to the cool-down period. In this way, the warning system170improves the safety of passengers by furthering the situational awareness of the passengers. As an additional note, it should be appreciated that the alert module230, in at least one embodiment, may not immediately deliver an alert but, in general, schedules alerts for targets that are hazards to be issued beginning, for example, the defined time out from when the target is to pass a rear or front point (e.g., rear bumper, front bumper) of the vehicle100. Thus, the alert module230may identify a trajectory for a target that is to pass within the alert threshold, but does not, in at least one embodiment, immediately generate the alert, but instead schedules the alert to be delivered for the defined time prior to passing proximate to the vehicle100.

Additional aspects of providing warnings to passengers about exiting a vehicle will be discussed in relation toFIG. 3.FIG. 3illustrates a method300associated with extending an alert for multiple successive targets. Method300will be discussed from the perspective of the warning system170ofFIG. 1. While method300is discussed in combination with the warning system170, it should be appreciated that the method300is not limited to being implemented within the warning system170but is instead one example of a system that may implement the method300.

At310, the detection module220acquires sensor data250about the surrounding environment from which the detection module220may subsequently identify surrounding objects of the subject vehicle100. As previously noted, the detection module220, in one or more implementations, iteratively acquires the sensor data250from one or more sensors of the sensor system120. The sensor data250includes observations of a surrounding environment of the subject vehicle100that facilitate improving the situational awareness of the vehicle100and associated systems about the surroundings so that such information can then be leveraged for further tasks including, for example, semi-autonomous operation, autonomous operation, generating safety alerts, and so on.

At320, the detection module220analyzes the sensor data250using one or more detection/identification routines that generally function to detect the presence of objects, classify/identify a type of the objects (e.g., vehicle, pedestrian, etc.), and localize the objects relative to the subject vehicle100. Moreover, the detection module220may further derive additional information beyond the position/velocity of the surrounding objects, such as trajectory information and other attributes that facilitate characterizing the objects and associated movements. In one or more implementations, the detection module220implements machine learning algorithms such as convolutional neural networks to identify/detect objects from the sensor data250. Moreover, the detection module220may implement further routines to perform the localization, such as localization and mapping routines. In any case, the detection module220uses the sensor data250to acquire awareness about the surrounding environment including aspects relating to the surrounding objects so that additional determinations can be derived therefrom.

In general, the detection module220may detect one or more objects at320, which are, for example, each separately monitored through an iterative process, as shown at blocks310-330, to determine whether the objects represent hazards to a passenger. Thus, the warning system170generally executes the functions identified at blocks310-330for the respective objects while further considering whether to extend an alert once active as further discussed along with blocks350-380. In any case, each object undergoes similar scrutiny while additional considerations are undertaken when an alert is active.

At330, the alert module230determines whether the initial target satisfies an alert threshold. As previously described, the alert threshold is, in one embodiment, a defined minimum distance that defines a perimeter about the vehicle100. This perimeter, also referred to as a safety zone around the vehicle100, defines a region within which a passenger generally exits into from the vehicle100. Thus, if the alert module230determines that the object is likely to breach this region at a time when a passenger is exiting the vehicle100, then the target object satisfies the alert threshold, and is considered to be a hazard to the passenger. Moreover, the alert module230generally predicts the position of the initial target out to a time horizon that extends beyond when an alert would be delivered. That is, the alert module230may predict the path of the target out to ten seconds or more, which is generally an extent of time that exceeds the defined time for which the alert would be active in order to provide sufficient time to deliver the alert for, for example, passengers with different characteristics.

At340, the alert module230activates an initial alert for a defined time to inform the passenger of a hazard associated with a target and the passenger exiting the subject vehicle into a path of the target. In general, activating the alert, at block340, occurs when another alert is not already active. That is, if the alert module230is not presently generating an alert, then the alert module230newly generates an alert at340. However, if an alert is already being delivered, then the alert module230considers how to provide a subsequent alert according to blocks350-380. As previously described, the alert itself may take many different forms but is generally provided to improve awareness of the passenger about potential threats when exiting the vehicle100. Additionally, the alert module230may dynamically set the defined time for the alert (i.e., an active time prior to the target encountering the vehicle100) according to various characteristics of the passenger, as previously specified. Accordingly, by way of example, the alert module230may adapt the defined time to activate the alert for a longer period when the passenger is slow due to various potential mobility issues.

At350, the alert module230determines whether a subsequent target satisfies the alert threshold. In one embodiment, the alert module230performs the same assessment as at block330but in relation to a second trajectory of a second target that is subsequent to a first and is tracked when the alert is active. Thus, the alert module230generally determines whether the second trajectory is within the defined distance from the subject vehicle100. If the subsequent target satisfies the alert threshold, then the alert module230proceeds with further analysis at370. Otherwise, the alert module230proceeds to determine whether the alert is still active at block360.

At360, the alert module230checks whether the alert is still active. In one embodiment, the alert module230continues to consider extending the active alert until reaching a point at which the alert ends or is otherwise abated. Thus, the alert module230continues to consider whether further targets satisfies the alert threshold at350until there is no alert active.

At370, the alert module230determines whether the timing threshold for delivering a subsequent alert is satisfied by the subsequent target. In one embodiment, the timing threshold corresponds with a cool-down period that is generally a defined amount of time between alerts that is considered to be sufficient in order to avoid hazardous circumstances involving a passenger exiting the vehicle when another target is approaching after a first alert. Thus, the cool-down period may be defined as two seconds or another time that is defined in relation to the defined time for maintaining an alert. If the timing threshold is satisfied, then the alert module230proceeds to extend the active alert at block380. Otherwise, the alert module230proceeds to schedule and deliver the alert for the subsequent target, as discussed at block340, which is generally after the cool-down period has expired.

At380, the alert module230extends the defined time of the initial alert to merge the initial alert into a subsequent alert without interruption. In one embodiment, the alert module230extends the initial alert in order to continuously activate an alert over the defined time, an intervening time, and a subsequent defined time for the subsequent alert. In this way, there are no brief interruptions between delivering separate alerts, and the warning system170can improve safety of the passenger from exiting the subject vehicle into a path of the subsequent target.

As a further explanation of how the presently disclosed systems and methods communicate alerts to passengers about exiting the vehicle100, considerFIGS. 4-5.FIG. 4illustrates an example environment400of the vehicle100at two separate times to and ti. As illustrated, the alert threshold410defines a perimeter about the vehicle100. Additionally, approaching vehicles (i.e., targets) are illustrated as approaching the vehicle100from along the rear of the vehicle100.

During this time (as shown at ti), the warning system170further determines that the subsequent vehicle430also satisfies the alert threshold and the timing threshold for extending the initial alert. Thus, if the warning system170did not extend the initial alert, the system170would generate two distinct alerts separated by an intervening period without an alert. Yet, because the system170identifies the difficulty of this intervening period, the system170is able to merge the alerts into a continuous alert that spans the initial defined time for the initial alert, the intervening time, and a subsequent defined time for the subsequent alert.

It should be noted that while the example vehicles420and430are shown traveling in the same direction as the vehicle100, in further aspects, the objects that may present a risk to the passenger are tracked from all directions in relation to the vehicle100. That is, the objects may approach from behind, ahead, to the side, and so on. In all cases, the warning system170undertakes the analysis set forth above in relation to the alert threshold and the timing threshold in order to improve the safety of the passenger. Moreover, the objects need not be traveling in the same direction relative to the vehicle100nor be traveling on the same side of the vehicle100. Thus, the warning system170undertakes a robust analysis of objects approaching the vehicle100from all directions and in different configurations to improve the safety of exiting passengers.

As a further explanation of the scene400depicted byFIG. 4, considerFIG. 5, which illustrates a graph500of various thresholds and timing considerations. The graph500is comprised of two elements, the “TTC” (time-to-collision), and “SEA” (Safe Exit Alert). The TTC element indicates a timing associated with activating an alert for targets that satisfy the alert threshold. That is, the TTC, as shown generally indicates a time until the target would pass into the defined zone around the vehicle100. As shown, the initial target420satisfies the alert threshold for which a safe exit alert is issued. Yet, the subsequent target430is also identified at a point in time510prior to the initial alert expiring and as having a trajectory that will violate the minimum distance. Moreover, the timing between the alerts would further satisfy the timing threshold510. Thus, the warning system170maintains the alert in an active state (a) instead of deactivating the alert for the intervening interval (b).

Additionally, it should be appreciated that the warning system170fromFIG. 1can be configured in various arrangements with separate integrated circuits and/or electronic chips. In such embodiments, the detection module220is embodied as a separate integrated circuit. Additionally, the alert module230is embodied on an individual integrated circuit. The circuits are connected via connection paths to provide for communicating signals between the separate circuits. Of course, while separate integrated circuits are discussed, in various embodiments, the circuits may be integrated into a common integrated circuit and/or integrated circuit board. Additionally, the integrated circuits may be combined into fewer integrated circuits or divided into more integrated circuits. In another embodiment, the modules220and230may be combined into a separate application-specific integrated circuit. In further embodiments, portions of the functionality associated with the modules220and230may be embodied as firmware executable by a processor and stored in a non-transitory memory. In still further embodiments, the modules220and230are integrated as hardware components of the processor110.

In another embodiment, the described methods and/or their equivalents may be implemented with computer-executable instructions. Thus, in one embodiment, a non-transitory computer-readable medium is configured with stored computer-executable instructions that, when executed by a machine (e.g., processor, computer, and so on), cause the machine (and/or associated components) to perform the method.

While for purposes of simplicity of explanation, the illustrated methodologies in the figures are shown and described as a series of blocks, it is to be appreciated that the methodologies (e.g., method300ofFIG. 3) are not limited by the order of the blocks, as some blocks can occur in different orders and/or concurrently with other blocks from that shown and described. Moreover, less than all the illustrated blocks may be used to implement an example methodology. Blocks may be combined or separated into multiple components. Furthermore, additional and/or alternative methodologies can employ additional blocks that are not illustrated.

FIG. 1will now be discussed in full detail as an example environment within which the system and methods disclosed herein may operate. In some instances, the vehicle100is 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. “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 one or more data stores115can include map data. The map data can include maps of one or more geographic areas. In some instances, the map data can include information (e.g., metadata, labels, etc.) on roads, traffic control devices, road markings, structures, features, and/or landmarks in the one or more geographic areas. In some instances, the map data can include aerial/satellite views. In some instances, the map data can include ground views of an area, including 360-degree ground views. The map data can include measurements, dimensions, distances, and/or information for one or more items included in the map data and/or relative to other items included in the map data. The map data116can include a digital map with information about road geometry. The map data can further include feature-based map data such as information about relative locations of buildings, curbs, poles, etc. In one or more arrangements, the map data can include one or more terrain maps. In one or more arrangements, the map data can include one or more static obstacle maps. The static obstacle map(s)118can 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 data stores115can include sensor data (e.g., sensor data250). In this context, “sensor data” means any information from the sensors that the vehicle100is equipped with, including the capabilities and other information about such sensors.

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, perceive, and/or sense something. The one or more sensors can be configured to operate 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.

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. The sensor system120can include one or more vehicle sensors121. The vehicle sensor(s)121can detect, determine, and/or sense information about the vehicle100itself or interior compartments of the vehicle100. 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. In one or more arrangements, the vehicle sensor(s)121can include a speedometer to determine a current speed of the vehicle100. Moreover, the vehicle sensor system121can include sensors throughout a passenger compartment such as pressure/weight sensors in seats, seatbelt sensors, camera(s), and so on.

As an example, in one or more arrangements, the sensor system120can include one or more radar sensors, one or more LIDAR sensors, one or more sonar sensors, and/or one or more cameras. In one or more arrangements, the one or more cameras126can be high dynamic range (HDR) cameras or infrared (IR) cameras.

The vehicle100can include an input system130. An “input system” includes, without limitation, devices, components, systems, elements, or arrangements or groups thereof that enable information/data to be entered into a machine. The input system130can receive an input from a vehicle passenger (e.g., an operator or a passenger). The vehicle100can include an output system140. 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 vehicle100can include one or more vehicle systems150. Various examples of the one or more vehicle systems150are shown inFIG. 1, however, the vehicle100can include a different combination of systems than illustrated in the provided example. In one example, the vehicle100can include a propulsion system, a braking system, a steering system, throttle system, a transmission system, a signaling system, a navigation system, and so on. The noted systems can separately or in combination include one or more devices, components, and/or a combination thereof.

By way of example, the navigation system can include one or more devices, applications, and/or combinations thereof configured to determine the geographic location of the vehicle100and/or to determine a travel route for the vehicle100. The navigation system can include one or more mapping applications to determine a travel route for the vehicle100. The navigation system can include a global positioning system, a local positioning system, or a geolocation system.

The processor(s)110, the warning system170, and/or the autonomous driving system160can be operatively connected to communicate with the various vehicle systems150and/or individual components thereof. For example, returning toFIG. 1, the processor(s)110and/or the autonomous driving system160can be in communication to send and/or receive information from the various vehicle systems150to control the movement, speed, maneuvering, heading, direction, etc. of the vehicle100. The processor(s)110, the warning system170, and/or the autonomous driving system160may control some or all of these vehicle systems150and, thus, may be partially or fully autonomous.

The processor(s)110, the warning system170, and/or the autonomous driving system160can be operatively connected to communicate with the various vehicle systems150and/or individual components thereof. For example, returning toFIG. 1, the processor(s)110, the warning system170, and/or the autonomous driving system160can be in communication to send and/or receive information from the various vehicle systems150to control the movement, speed, maneuvering, heading, direction, etc. of the vehicle100. The processor(s)110, the warning system170, and/or the autonomous driving system160may control some or all of these vehicle systems150.

The processor(s)110, the warning system170, and/or the autonomous driving system160may be operable to control the navigation and/or maneuvering of the vehicle100by controlling one or more of the vehicle systems150and/or components thereof. For instance, when operating in an autonomous mode, the processor(s)110, the warning system170, and/or the autonomous driving system160can control the direction and/or speed of the vehicle100. The processor(s)110, the warning system170, and/or the autonomous driving system160can cause the vehicle100to accelerate (e.g., by increasing the supply of energy provided to the engine), decelerate (e.g., by decreasing the supply of energy to the engine and/or by applying brakes) and/or change direction (e.g., by turning the front two wheels).

Moreover, the warning system170and/or the autonomous driving system160can function to perform various driving-related tasks. The vehicle100can include one or more actuators. The actuators can be any element or combination of elements operable to modify, adjust and/or alter one or more of the vehicle systems or components thereof to responsive to receiving signals or other inputs from the processor(s)110and/or the autonomous driving system160. Any suitable actuator can be used. For instance, the one or more actuators can include motors, pneumatic actuators, hydraulic pistons, relays, solenoids, and/or piezoelectric actuators, just to name a few possibilities.

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 medium may take forms, including, but not limited to, non-volatile media, and volatile media. Non-volatile media may include, for example, optical disks, magnetic disks, and so on. Volatile media may include, for example, semiconductor memories, dynamic memory, and so on. Examples of such a computer-readable medium may include, but are not limited to, a floppy disk, a flexible disk, a hard disk, a magnetic tape, other magnetic medium, an ASIC, a CD, other optical medium, a RAM, a ROM, a memory chip or card, a memory stick, and other media from which a computer, a processor or other electronic device can read. 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.

The following includes definitions of selected terms employed herein. The definitions include various examples and/or forms of components that fall within the scope of a term, and that may be used for various implementations. The examples are not intended to be limiting. Both singular and plural forms of terms may be within the definitions.

“Module,” as used herein, includes a computer or electrical hardware component(s), firmware, a non-transitory computer-readable medium that stores instructions, and/or combinations of these components configured to perform a function(s) or an action(s), and/or to cause a function or action from another logic, method, and/or system. Module may include a microprocessor controlled by an algorithm, a discrete logic (e.g., ASIC), an analog circuit, a digital circuit, a programmed logic device, a memory device including instructions that when executed perform an algorithm, and so on. A module, in one or more embodiments, includes one or more CMOS gates, combinations of gates, or other circuit components. Where multiple modules are described, one or more embodiments include incorporating the multiple modules into one physical module component. Similarly, where a single module is described, one or more embodiments distribute the single module between multiple physical components.