Method and system for authentication in autonomous vehicles

Systems of an electrical vehicle and the operations thereof are provided that provide authentication mechanisms of external individuals or computing devices while the vehicle is operating autonomously.

FIELD

The present disclosure is generally directed to vehicle systems, in particular, toward electric and/or hybrid-electric vehicles.

BACKGROUND

In recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more exterior environmentally friendly transportation solutions. These considerations have encouraged the development of a number of new flexible-fuel vehicles, hybrid-electric vehicles, and electric vehicles.

While these vehicles appear to be new they are generally implemented as a number of traditional subsystems that are merely tied to an alternative power source. In fact, the design and construction of the vehicles is limited to standard frame sizes, shapes, materials, and transportation concepts. Among other things, these limitations fail to take advantage of the benefits of new technology, power sources, and support infrastructure. In particular, the implementation of an artificially intelligent vehicle has lagged far behind the development vehicle subsystems.

DETAILED DESCRIPTION

Embodiments of the present disclosure will be described in connection with a vehicle, and in some embodiments, an electric vehicle, rechargeable electric vehicle, and/or hybrid-electric vehicle and associated systems.

Embodiments can provide an intelligent vehicle that can automatically determine and allow access, control, programming, etc., based on an authentication of one or more users associated with the vehicle. Authentication may utilize any authentication technique including facial recognition (of users inside and/or outside of a vehicle), trusted device recognition (e.g., determining a user in proximity to the vehicle has a trusted key set by a vehicle administrator, etc.), voice recognition, heat signature, etc., and/or combinations thereof. This authentication may be transferred or assigned to users other than an owner of the vehicle (e.g., via a token sent from the vehicle to a mobile device of another, etc.).

The intelligent vehicle can provide collected information not only to a control source but also to one or more authenticated and verified computing devices. The computing devices, for example, can remotely view, by streaming media, an interior or exterior of the vehicle, a current map location of the vehicle, and the like. The computing device can remotely control one or more operations of the vehicle, such as destination, waypoint, infotainment settings, speed, route selection, and the like. The computing device can remotely communicate with occupants via the infotainment system.

FIG. 1shows a perspective view of a vehicle100in accordance with embodiments of the present disclosure. The electric vehicle100comprises a vehicle front110, vehicle aft or rear120, vehicle roof130, at least one vehicle side160, a vehicle undercarriage140, and a vehicle interior150. In any event, the vehicle100may include a frame104and one or more body panels108mounted or affixed thereto. The vehicle100may include one or more interior components (e.g., components inside an interior space150, or user space, of a vehicle100, etc.), exterior components (e.g., components outside of the interior space150, or user space, of a vehicle100, etc.), drive systems, controls systems, structural components, etc.

Although shown in the form of a car, it should be appreciated that the vehicle100described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. The term “vehicle” does not require that a conveyance moves or is capable of movement. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like.

In some embodiments, the vehicle100may include a number of sensors, devices, and/or systems that are capable of assisting in driving operations. Examples of the various sensors and systems may include, but are in no way limited to, one or more of cameras (e.g., independent, stereo, combined image, etc.), infrared (IR) sensors, radio frequency (RF) sensors, ultrasonic sensors (e.g., transducers, transceivers, etc.), RADAR sensors (e.g., object-detection sensors and/or systems), LIDAR systems, odometry sensors and/or devices (e.g., encoders, etc.), orientation sensors (e.g., accelerometers, gyroscopes, magnetometer, etc.), navigation sensors and systems (e.g., GPS, etc.), and other ranging, imaging, and/or object-detecting sensors. The sensors may be disposed in an interior space150of the vehicle100and/or on an outside of the vehicle100. In some embodiments, the sensors and systems may be disposed in one or more portions of a vehicle100(e.g., the frame104, a body panel, a compartment, etc.).

The vehicle sensors and systems may be selected and/or configured to suit a level of operation associated with the vehicle100. Among other things, the number of sensors used in a system may be altered to increase or decrease information available to a vehicle control system (e.g., affecting control capabilities of the vehicle100). Additionally or alternatively, the sensors and systems may be part of one or more advanced driver assistance systems (ADAS) associated with a vehicle100. In any event, the sensors and systems may be used to provide driving assistance at any level of operation (e.g., from fully-manual to fully-autonomous operations, etc.) as described herein.

The various levels of vehicle control and/or operation can be described as corresponding to a level of autonomy associated with a vehicle100for vehicle driving operations. For instance, at Level 0, or fully-manual driving operations, a driver (e.g., a human driver) may be responsible for all the driving control operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. Level 0 may be referred to as a “No Automation” level. At Level 1, the vehicle may be responsible for a limited number of the driving operations associated with the vehicle, while the driver is still responsible for most driving control operations. An example of a Level 1 vehicle may include a vehicle in which the throttle control and/or braking operations may be controlled by the vehicle (e.g., cruise control operations, etc.). Level 1 may be referred to as a “Driver Assistance” level. At Level 2, the vehicle may collect information (e.g., via one or more driving assistance systems, sensors, etc.) about an environment of the vehicle (e.g., surrounding area, roadway, traffic, ambient conditions, etc.) and use the collected information to control driving operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. In a Level 2 autonomous vehicle, the driver may be required to perform other aspects of driving operations not controlled by the vehicle. Level 2 may be referred to as a “Partial Automation” level. It should be appreciated that Levels 0-2 all involve the driver monitoring the driving operations of the vehicle.

At Level 3, the driver may be separated from controlling all the driving operations of the vehicle except when the vehicle makes a request for the operator to act or intervene in controlling one or more driving operations. In other words, the driver may be separated from controlling the vehicle unless the driver is required to take over for the vehicle. Level 3 may be referred to as a “Conditional Automation” level. At Level 4, the driver may be separated from controlling all the driving operations of the vehicle and the vehicle may control driving operations even when a user fails to respond to a request to intervene. Level 4 may be referred to as a “High Automation” level. At Level 5, the vehicle can control all the driving operations associated with the vehicle in all driving modes. The vehicle in Level 5 may continually monitor traffic, vehicular, roadway, and/or exterior environmental conditions while driving the vehicle. In Level 5, there is no human driver interaction required in any driving mode. Accordingly, Level 5 may be referred to as a “Full Automation” level. It should be appreciated that in Levels 3-5 the vehicle, and/or one or more automated driving systems associated with the vehicle, monitors the driving operations of the vehicle and the driving environment.

As shown inFIG. 1, the vehicle100may, for example, include at least one of a ranging and imaging system112(e.g., LIDAR, etc.), an imaging sensor116A,116F (e.g., camera, IR, etc.), a radio object-detection and ranging system sensors116B (e.g., RADAR, RF, etc.), ultrasonic sensors116C, and/or other object-detection sensors116D,116E. In some embodiments, the LIDAR system112and/or sensors may be mounted on a roof130of the vehicle100. In one embodiment, the RADAR sensors116B may be disposed at least at a front110, aft120, or side160of the vehicle100. Among other things, the RADAR sensors may be used to monitor and/or detect a position of other vehicles, pedestrians, and/or other objects near, or proximal to, the vehicle100. While shown associated with one or more areas of a vehicle100, it should be appreciated that any of the sensors and systems116A-K,112illustrated inFIGS. 1 and 2may be disposed in, on, and/or about the vehicle100in any position, area, and/or zone of the vehicle100.

Referring now toFIG. 2, a plan view of a vehicle100will be described in accordance with embodiments of the present disclosure. In particular,FIG. 2shows a vehicle sensing environment200at least partially defined by the sensors and systems116A-K,112disposed in, on, and/or about the vehicle100. Each sensor116A-K may include an operational detection range R and operational detection angle α. The operational detection range R may define the effective detection limit, or distance, of the sensor116A-K. In some cases, this effective detection limit may be defined as a distance from a portion of the sensor116A-K (e.g., a lens, sensing surface, etc.) to a point in space offset from the sensor116A-K. The effective detection limit may define a distance, beyond which, the sensing capabilities of the sensor116A-K deteriorate, fail to work, or are unreliable. In some embodiments, the effective detection limit may define a distance, within which, the sensing capabilities of the sensor116A-K are able to provide accurate and/or reliable detection information. The operational detection angle α may define at least one angle of a span, or between horizontal and/or vertical limits, of a sensor116A-K. As can be appreciated, the operational detection limit and the operational detection angle α of a sensor116A-K together may define the effective detection zone216A-D (e.g., the effective detection area, and/or volume, etc.) of a sensor116A-K.

In some embodiments, the vehicle100may include a ranging and imaging system112such as LIDAR, or the like. The ranging and imaging system112may be configured to detect visual information in an environment surrounding the vehicle100. The visual information detected in the environment surrounding the ranging and imaging system112may be processed (e.g., via one or more sensor and/or system processors, etc.) to generate a complete 360-degree view of an environment200around the vehicle. The ranging and imaging system112may be configured to generate changing 360-degree views of the environment200in real-time, for instance, as the vehicle100drives. In some cases, the ranging and imaging system112may have an effective detection limit204that is some distance from the center of the vehicle100outward over 360 degrees. The effective detection limit204of the ranging and imaging system112defines a view zone208(e.g., an area and/or volume, etc.) surrounding the vehicle100. Any object falling outside of the view zone208is in the undetected zone212and would not be detected by the ranging and imaging system112of the vehicle100.

Sensor data and information may be collected by one or more sensors or systems116A-K,112of the vehicle100monitoring the vehicle sensing environment200. This information may be processed (e.g., via a processor, computer-vision system, etc.) to determine targets (e.g., objects, signs, people, markings, roadways, conditions, etc.) inside one or more detection zones208,216A-D associated with the vehicle sensing environment200. In some cases, information from multiple sensors116A-K may be processed to form composite sensor detection information. For example, a first sensor116A and a second sensor116F may correspond to a first camera116A and a second camera116F aimed in a forward traveling direction of the vehicle100. In this example, images collected by the cameras116A,116F may be combined to form stereo image information. This composite information may increase the capabilities of a single sensor in the one or more sensors116A-K by, for example, adding the ability to determine depth associated with targets in the one or more detection zones208,216A-D. Similar image data may be collected by rear view cameras (e.g., sensors116G,116H) aimed in a rearward traveling direction vehicle100.

In some embodiments, multiple sensors116A-K may be effectively joined to increase a sensing zone and provide increased sensing coverage. For instance, multiple RADAR sensors116B disposed on the front110of the vehicle may be joined to provide a zone216B of coverage that spans across an entirety of the front110of the vehicle. In some cases, the multiple RADAR sensors116B may cover a detection zone216B that includes one or more other sensor detection zones216A. These overlapping detection zones may provide redundant sensing, enhanced sensing, and/or provide greater detail in sensing within a particular portion (e.g., zone216A) of a larger zone (e.g., zone216B). Additionally or alternatively, the sensors116A-K of the vehicle100may be arranged to create a complete coverage, via one or more sensing zones208,216A-D around the vehicle100. In some areas, the sensing zones216C of two or more sensors116D,116E may intersect at an overlap zone220. In some areas, the angle and/or detection limit of two or more sensing zones216C,216D (e.g., of two or more sensors116E,116J,116K) may meet at a virtual intersection point224.

The vehicle100may include a number of sensors116E,116G,116H,116J,116K disposed proximal to the rear120of the vehicle100. These sensors can include, but are in no way limited to, an imaging sensor, camera, IR, a radio object-detection and ranging sensors, RADAR, RF, ultrasonic sensors, and/or other object-detection sensors. Among other things, these sensors116E,116G,116H,116J,116K may detect targets near or approaching the rear of the vehicle100. For example, another vehicle approaching the rear120of the vehicle100may be detected by one or more of the ranging and imaging system (e.g., LIDAR)112, rear-view cameras116G,116H, and/or rear facing RADAR sensors116J,116K. As described above, the images from the rear-view cameras116G,116H may be processed to generate a stereo view (e.g., providing depth associated with an object or environment, etc.) for targets visible to both cameras116G,116H. As another example, the vehicle100may be driving and one or more of the ranging and imaging system112, front-facing cameras116A,116F, front-facing RADAR sensors116B, and/or ultrasonic sensors116C may detect targets in front of the vehicle100. This approach may provide critical sensor information to a vehicle control system in at least one of the autonomous driving levels described above. For instance, when the vehicle100is driving autonomously (e.g., Level 3, Level 4, or Level 5) and detects other vehicles stopped in a travel path, the sensor detection information may be sent to the vehicle control system of the vehicle100to control a driving operation (e.g., braking, decelerating, etc.) associated with the vehicle100(in this example, slowing the vehicle100as to avoid colliding with the stopped other vehicles). As yet another example, the vehicle100may be operating and one or more of the ranging and imaging system112, and/or the side-facing sensors116D,116E (e.g., RADAR, ultrasonic, camera, combinations thereof, and/or other type of sensor), may detect targets at a side of the vehicle100. It should be appreciated that the sensors116A-K may detect a target that is both at a side160and a front110of the vehicle100(e.g., disposed at a diagonal angle to a centerline of the vehicle100running from the front110of the vehicle100to the rear120of the vehicle). Additionally or alternatively, the sensors116A-K may detect a target that is both, or simultaneously, at a side160and a rear120of the vehicle100(e.g., disposed at a diagonal angle to the centerline of the vehicle100).

FIG. 3is a is a block diagram of an embodiment of a communication environment300of the vehicle100in accordance with embodiments of the present disclosure. The communication system300may include one or more vehicle driving vehicle sensors and systems304, sensor processors340, sensor data memory344, vehicle control system348, communications subsystem350, control data364, computing devices368, display devices372, and other components374that may be associated with a vehicle100. These associated components may be electrically and/or communicatively coupled to one another via at least one bus360. In some embodiments, the one or more associated components may send and/or receive signals across a communication network352to at least one of a navigation source356A, a control source356B, or some other entity356N.

In accordance with at least some embodiments of the present disclosure, the communication network352may comprise any type of known communication medium or collection of communication media and may use any type of protocols, such as SIP, TCP/IP, SNA, IPX, AppleTalk, and the like, to transport messages between endpoints. The communication network352may include wired and/or wireless communication technologies. The Internet is an example of the communication network352that constitutes an Internet Protocol (IP) network consisting of many computers, computing networks, and other communication devices located all over the world, which are connected through many telephone systems and other means. Other examples of the communication network104include, without limitation, a standard Plain Old Telephone System (POTS), an Integrated Services Digital Network (ISDN), the Public Switched Telephone Network (PSTN), a Local Area Network (LAN), such as an Ethernet network, a Token-Ring network and/or the like, a Wide Area Network (WAN), a virtual network, including without limitation a virtual private network (“VPN”); the Internet, an intranet, an extranet, a cellular network, an infra-red network; a wireless network (e.g., a network operating under any of the IEEE 802.9 suite of protocols, the Bluetooth® protocol known in the art, and/or any other wireless protocol), and any other type of packet-switched or circuit-switched network known in the art and/or any combination of these and/or other networks. In addition, it can be appreciated that the communication network352need not be limited to any one network type, and instead may be comprised of a number of different networks and/or network types. The communication network352may comprise a number of different communication media such as coaxial cable, copper cable/wire, fiber-optic cable, antennas for transmitting/receiving wireless messages, and combinations thereof.

The driving vehicle sensors and systems304may include at least one navigation308(e.g., global positioning system (GPS), etc.), orientation312, odometry316, LIDAR320, RADAR324, ultrasonic328, camera332, infrared (IR)336, and/or other sensor or system338. These driving vehicle sensors and systems304may be similar, if not identical, to the sensors and systems116A-K,112described in conjunction withFIGS. 1 and 2.

The navigation sensor308may include one or more sensors having receivers and antennas that are configured to utilize a satellite-based navigation system including a network of navigation satellites capable of providing geolocation and time information to at least one component of the vehicle100. Examples of the navigation sensor308as described herein may include, but are not limited to, at least one of Garmin® GLO™ family of GPS and GLONASS combination sensors, Garmin® GPS 15x™ family of sensors, Garmin® GPS 16x™ family of sensors with high-sensitivity receiver and antenna, Garmin® GPS 18x OEM family of high-sensitivity GPS sensors, Dewetron DEWE-VGPS series of GPS sensors, GlobalSat 1-Hz series of GPS sensors, other industry-equivalent navigation sensors and/or systems, and may perform navigational and/or geolocation functions using any known or future-developed standard and/or architecture.

The orientation sensor312may include one or more sensors configured to determine an orientation of the vehicle100relative to at least one reference point. In some embodiments, the orientation sensor312may include at least one pressure transducer, stress/strain gauge, accelerometer, gyroscope, and/or geomagnetic sensor. Examples of the navigation sensor308as described herein may include, but are not limited to, at least one of Bosch Sensortec BMX 160 series low-power absolute orientation sensors, Bosch Sensortec BMX055 9-axis sensors, Bosch Sensortec BMI055 6-axis inertial sensors, Bosch Sensortec BMI160 6-axis inertial sensors, Bosch Sensortec BMF055 9-axis inertial sensors (accelerometer, gyroscope, and magnetometer) with integrated Cortex M0+ microcontroller, Bosch Sensortec BMP280 absolute barometric pressure sensors, Infineon TLV493D-A1B6 3D magnetic sensors, Infineon TLI493D-W1B6 3D magnetic sensors, Infineon TL family of 3D magnetic sensors, Murata Electronics SCC2000 series combined gyro sensor and accelerometer, Murata Electronics SCC1300 series combined gyro sensor and accelerometer, other industry-equivalent orientation sensors and/or systems, and may perform orientation detection and/or determination functions using any known or future-developed standard and/or architecture.

The odometry sensor and/or system316may include one or more components that is configured to determine a change in position of the vehicle100over time. In some embodiments, the odometry system316may utilize data from one or more other sensors and/or systems304in determining a position (e.g., distance, location, etc.) of the vehicle100relative to a previously measured position for the vehicle100. Additionally or alternatively, the odometry sensors316may include one or more encoders, Hall speed sensors, and/or other measurement sensors/devices configured to measure a wheel speed, rotation, and/or number of revolutions made over time. Examples of the odometry sensor/system316as described herein may include, but are not limited to, at least one of Infineon TLE4924/26/27/28C high-performance speed sensors, Infineon TL4941plusC(B) single chip differential Hall wheel-speed sensors, Infineon TL5041plusC Giant Mangnetoresistance (GMR) effect sensors, Infineon TL family of magnetic sensors, EPC Model 25SP Accu-CoderPro™ incremental shaft encoders, EPC Model 30M compact incremental encoders with advanced magnetic sensing and signal processing technology, EPC Model 925 absolute shaft encoders, EPC Model 958 absolute shaft encoders, EPC Model MA36S/MA63S/SA36S absolute shaft encoders, Dynapar™ F18 commutating optical encoder, Dynapar™ HS35R family of phased array encoder sensors, other industry-equivalent odometry sensors and/or systems, and may perform change in position detection and/or determination functions using any known or future-developed standard and/or architecture.

The LIDAR sensor/system320may include one or more components configured to measure distances to targets using laser illumination. In some embodiments, the LIDAR sensor/system320may provide 3D imaging data of an environment around the vehicle100. The imaging data may be processed to generate a full 360-degree view of the environment around the vehicle100. The LIDAR sensor/system320may include a laser light generator configured to generate a plurality of target illumination laser beams (e.g., laser light channels). In some embodiments, this plurality of laser beams may be aimed at, or directed to, a rotating reflective surface (e.g., a mirror) and guided outwardly from the LIDAR sensor/system320into a measurement environment. The rotating reflective surface may be configured to continually rotate 360 degrees about an axis, such that the plurality of laser beams is directed in a full 360-degree range around the vehicle100. A photodiode receiver of the LIDAR sensor/system320may detect when light from the plurality of laser beams emitted into the measurement environment returns (e.g., reflected echo) to the LIDAR sensor/system320. The LIDAR sensor/system320may calculate, based on a time associated with the emission of light to the detected return of light, a distance from the vehicle100to the illuminated target. In some embodiments, the LIDAR sensor/system320may generate over 2.0 million points per second and have an effective operational range of at least 100 meters. Examples of the LIDAR sensor/system320as described herein may include, but are not limited to, at least one of Velodyne® LiDAR™ HDL-64E 64-channel LIDAR sensors, Velodyne® LiDAR™ HDL-32E 32-channel LIDAR sensors, Velodyne® LiDAR™ PUCK™ VLP-16 16-channel LIDAR sensors, Leica Geosystems Pegasus: Two mobile sensor platform, Garmin® LIDAR-Lite v3 measurement sensor, Quanergy M8 LiDAR sensors, Quanergy S3 solid state LiDAR sensor, LeddarTech® LeddarVU compact solid state fixed-beam LIDAR sensors, other industry-equivalent LIDAR sensors and/or systems, and may perform illuminated target and/or obstacle detection in an environment around the vehicle100using any known or future-developed standard and/or architecture.

The RADAR sensors324may include one or more radio components that are configured to detect objects/targets in an environment of the vehicle100. In some embodiments, the RADAR sensors324may determine a distance, position, and/or movement vector (e.g., angle, speed, etc.) associated with a target over time. The RADAR sensors324may include a transmitter configured to generate and emit electromagnetic waves (e.g., radio, microwaves, etc.) and a receiver configured to detect returned electromagnetic waves. In some embodiments, the RADAR sensors324may include at least one processor configured to interpret the returned electromagnetic waves and determine locational properties of targets. Examples of the RADAR sensors324as described herein may include, but are not limited to, at least one of Infineon RASIC™ RTN7735PL transmitter and RRN7745PL/46PL receiver sensors, Autoliv ASP Vehicle RADAR sensors, Delphi L2C0051TR 77 GHz ESR Electronically Scanning Radar sensors, Fujitsu Ten Ltd. Automotive Compact 77 GHz 3D Electronic Scan Millimeter Wave Radar sensors, other industry-equivalent RADAR sensors and/or systems, and may perform radio target and/or obstacle detection in an environment around the vehicle100using any known or future-developed standard and/or architecture.

The ultrasonic sensors328may include one or more components that are configured to detect objects/targets in an environment of the vehicle100. In some embodiments, the ultrasonic sensors328may determine a distance, position, and/or movement vector (e.g., angle, speed, etc.) associated with a target over time. The ultrasonic sensors328may include an ultrasonic transmitter and receiver, or transceiver, configured to generate and emit ultrasound waves and interpret returned echoes of those waves. In some embodiments, the ultrasonic sensors328may include at least one processor configured to interpret the returned ultrasonic waves and determine locational properties of targets. Examples of the ultrasonic sensors328as described herein may include, but are not limited to, at least one of Texas Instruments TIDA-00151 automotive ultrasonic sensor interface IC sensors, MaxBotix® MB8450 ultrasonic proximity sensor, MaxBotix® ParkSonar™-EZ ultrasonic proximity sensors, Murata Electronics MA40H1S-R open-structure ultrasonic sensors, Murata Electronics MA40S4R/S open-structure ultrasonic sensors, Murata Electronics MA58MF14-7N waterproof ultrasonic sensors, other industry-equivalent ultrasonic sensors and/or systems, and may perform ultrasonic target and/or obstacle detection in an environment around the vehicle100using any known or future-developed standard and/or architecture.

The camera sensors332may include one or more components configured to detect image information associated with an environment of the vehicle100. In some embodiments, the camera sensors332may include a lens, filter, image sensor, and/or a digital image processor. It is an aspect of the present disclosure that multiple camera sensors332may be used together to generate stereo images providing depth measurements. Examples of the camera sensors332as described herein may include, but are not limited to, at least one of ON Semiconductor® MT9V024 Global Shutter VGA GS CMOS image sensors, Teledyne DALSA Falcon2 camera sensors, CMOSIS CMV50000 high-speed CMOS image sensors, other industry-equivalent camera sensors and/or systems, and may perform visual target and/or obstacle detection in an environment around the vehicle100using any known or future-developed standard and/or architecture.

The infrared (IR) sensors336may include one or more components configured to detect image information associated with an environment of the vehicle100. The IR sensors336may be configured to detect targets in low-light, dark, or poorly-lit environments. The IR sensors336may include an IR light emitting element (e.g., IR light emitting diode (LED), etc.) and an IR photodiode. In some embodiments, the IR photodiode may be configured to detect returned IR light at or about the same wavelength to that emitted by the IR light emitting element. In some embodiments, the IR sensors336may include at least one processor configured to interpret the returned IR light and determine locational properties of targets. The IR sensors336may be configured to detect and/or measure a temperature associated with a target (e.g., an object, pedestrian, other vehicle, etc.). Examples of IR sensors336as described herein may include, but are not limited to, at least one of Opto Diode lead-salt IR array sensors, Opto Diode OD-850 Near-IR LED sensors, Opto Diode SA/SHA727 steady state IR emitters and IR detectors, FLIR® LS microbolometer sensors, FLIR® TacFLIR 380-HD InSb MWIR FPA and HD MWIR thermal sensors, FLIR® VOx 640×480 pixel detector sensors, Delphi IR sensors, other industry-equivalent IR sensors and/or systems, and may perform IR visual target and/or obstacle detection in an environment around the vehicle100using any known or future-developed standard and/or architecture.

In some embodiments, the driving vehicle sensors and systems304may include other sensors338and/or combinations of the sensors308-336described above. Additionally or alternatively, one or more of the sensors308-336described above may include one or more processors configured to process and/or interpret signals detected by the one or more sensors308-336. In some embodiments, the processing of at least some sensor information provided by the vehicle sensors and systems304may be processed by at least one sensor processor340. Raw and/or processed sensor data may be stored in a sensor data memory344storage medium. In some embodiments, the sensor data memory344may store instructions used by the sensor processor340for processing sensor information provided by the sensors and systems304. In any event, the sensor data memory344may be a disk drive, optical storage device, solid-state storage device such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable, and/or the like.

The vehicle control system348may receive processed sensor information from the sensor processor340and determine to control an aspect of the vehicle100. Controlling an aspect of the vehicle100may include presenting information via one or more display devices372associated with the vehicle, sending commands to one or more computing devices368associated with the vehicle, and/or controlling a driving operation of the vehicle. In some embodiments, the vehicle control system348may correspond to one or more computing systems that control driving operations of the vehicle100in accordance with the Levels of driving autonomy described above. In one embodiment, the vehicle control system348may operate a speed of the vehicle100by controlling an output signal to the accelerator and/or braking system of the vehicle. In this example, the vehicle control system348may receive sensor data describing an environment surrounding the vehicle100and, based on the sensor data received, determine to adjust the acceleration, power output, and/or braking of the vehicle100. The vehicle control system348may additionally control steering and/or other driving functions of the vehicle100.

The vehicle control system348may communicate, in real-time, with the driving sensors and systems304forming a feedback loop. In particular, upon receiving sensor information describing a condition of targets in the environment surrounding the vehicle100, the vehicle control system348may autonomously make changes to a driving operation of the vehicle100. The vehicle control system348may then receive subsequent sensor information describing any change to the condition of the targets detected in the environment as a result of the changes made to the driving operation. This continual cycle of observation (e.g., via the sensors, etc.) and action (e.g., selected control or non-control of vehicle operations, etc.) allows the vehicle100to operate autonomously in the environment.

In some embodiments, the one or more components of the vehicle100(e.g., the driving vehicle sensors304, vehicle control system348, display devices372, etc.) may communicate across the communication network352to one or more entities356A-N via a communications subsystem350of the vehicle100. Embodiments of the communications subsystem350are described in greater detail in conjunction withFIG. 5. For instance, the navigation sensors308may receive global positioning, location, and/or navigational information from a navigation source356A. In some embodiments, the navigation source356A may be a global navigation satellite system (GNSS) similar, if not identical, to NAVSTAR GPS, GLONASS, EU Galileo, and/or the BeiDou Navigation Satellite System (BDS) to name a few.

In some embodiments, the vehicle control system348may receive control information from one or more control sources356B. The control source356may provide vehicle control information including autonomous driving control commands, vehicle operation override control commands, and the like. The control source356may correspond to an autonomous vehicle control system, a traffic control system, an administrative control entity, and/or some other controlling server. It is an aspect of the present disclosure that the vehicle control system348and/or other components of the vehicle100may exchange communications with the control source356across the communication network352and via the communications subsystem350.

Information associated with controlling driving operations of the vehicle100may be stored in a control data memory364storage medium. The control data memory364may store instructions used by the vehicle control system348for controlling driving operations of the vehicle100, historical control information, autonomous driving control rules, and the like. In some embodiments, the control data memory364may be a disk drive, optical storage device, solid-state storage device such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable, and/or the like.

In addition to the mechanical components described herein, the vehicle100may include a number of user interface devices. The user interface devices receive and translate human input into a mechanical movement or electrical signal or stimulus. The human input may be one or more of motion (e.g., body movement, body part movement, in two-dimensional or three-dimensional space, etc.), voice, touch, and/or physical interaction with the components of the vehicle100. In some embodiments, the human input may be configured to control one or more functions of the vehicle100and/or systems of the vehicle100described herein. User interfaces may include, but are in no way limited to, at least one graphical user interface of a display device, steering wheel or mechanism, transmission lever or button (e.g., including park, neutral, reverse, and/or drive positions, etc.), throttle control pedal or mechanism, brake control pedal or mechanism, power control switch, communications equipment, etc.

FIG. 4shows one embodiment of the instrument panel400of the vehicle100. The instrument panel400of vehicle100comprises a steering wheel410, a vehicle operational display420(e.g., configured to present and/or display driving data such as speed, measured air resistance, vehicle information, entertainment information, etc.), one or more auxiliary displays424(e.g., configured to present and/or display information segregated from the operational display420, entertainment applications, movies, music, etc.), a heads-up display434(e.g., configured to display any information previously described including, but in no way limited to, guidance information such as route to destination, or obstacle warning information to warn of a potential collision, or some or all primary vehicle operational data such as speed, resistance, etc.), a power management display428(e.g., configured to display data corresponding to electric power levels of vehicle100, reserve power, charging status, etc.), and an input device432(e.g., a controller, touchscreen, or other interface device configured to interface with one or more displays in the instrument panel or components of the vehicle100. The input device432may be configured as a joystick, mouse, touchpad, tablet, 3D gesture capture device, etc.). In some embodiments, the input device432may be used to manually maneuver a portion of the vehicle100into a charging position (e.g., moving a charging plate to a desired separation distance, etc.).

While one or more of displays of instrument panel400may be touch-screen displays, it should be appreciated that the vehicle operational display may be a display incapable of receiving touch input. For instance, the operational display420that spans across an interior space centerline404and across both a first zone408A and a second zone408B may be isolated from receiving input from touch, especially from a passenger. In some cases, a display that provides vehicle operation or critical systems information and interface may be restricted from receiving touch input and/or be configured as a non-touch display. This type of configuration can prevent dangerous mistakes in providing touch input where such input may cause an accident or unwanted control.

In some embodiments, one or more displays of the instrument panel400may be mobile devices and/or applications residing on a mobile device such as a smart phone. Additionally or alternatively, any of the information described herein may be presented to one or more portions420A-N of the operational display420or other display424,428,434. In one embodiment, one or more displays of the instrument panel400may be physically separated or detached from the instrument panel400. In some cases, a detachable display may remain tethered to the instrument panel.

The portions420A-N of the operational display420may be dynamically reconfigured and/or resized to suit any display of information as described. Additionally or alternatively, the number of portions420A-N used to visually present information via the operational display420may be dynamically increased or decreased as required, and are not limited to the configurations shown.

FIG. 5illustrates a hardware diagram of communications componentry that can be optionally associated with the vehicle100in accordance with embodiments of the present disclosure.

The communications componentry can include one or more wired or wireless devices such as a transceiver(s) and/or modem that allows communications not only between the various systems disclosed herein but also with other devices, such as devices on a network, and/or on a distributed network such as the Internet and/or in the cloud and/or with other vehicle(s).

The communications subsystem350can also include inter- and intra-vehicle communications capabilities such as hotspot and/or access point connectivity for any one or more of the vehicle occupants and/or vehicle-to-vehicle communications.

Additionally, and while not specifically illustrated, the communications subsystem350can include one or more communications links (that can be wired or wireless) and/or communications busses (managed by the bus manager574), including one or more of CANbus, OBD-II, ARCINC 429, Byteflight, CAN (Controller Area Network), D2B (Domestic Digital Bus), FlexRay, DC-BUS, IDB-1394, IEBus, I2C, ISO 9141-1/-2, J1708, J1587, J1850, J1939, ISO 11783, Keyword Protocol 2000, LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), Multifunction Vehicle Bus, SMARTwireX, SPI, VAN (Vehicle Area Network), and the like or in general any communications protocol and/or standard(s).

The various protocols and communications can be communicated one or more of wirelessly and/or over transmission media such as single wire, twisted pair, fiber optic, IEEE 1394, MIL-STD-1553, MIL-STD-1773, power-line communication, or the like. (All of the above standards and protocols are incorporated herein by reference in their entirety).

As discussed, the communications subsystem350enables communications between any if the inter-vehicle systems and subsystems as well as communications with non-collocated resources, such as those reachable over a network such as the Internet.

The communications subsystem350, in addition to well-known componentry (which has been omitted for clarity), includes interconnected elements including one or more of: one or more antennas504, an interleaver/deinterleaver508, an analog front end (AFE)512, memory/storage/cache516, controller/microprocessor520, MAC circuitry522, modulator/demodulator524, encoder/decoder528, a plurality of connectivity managers534,558,562,566, GPU540, accelerator544, a multiplexer/demultiplexer552, transmitter570, receiver572and wireless radio578components such as a Wi-Fi PHY/Bluetooth® module580, a Wi-Fi/BT MAC module584, transmitter588and receiver592. The various elements in the device350are connected by one or more links/busses5(not shown, again for sake of clarity).

The device350can have one more antennas504, for use in wireless communications such as multi-input multi-output (MIMO) communications, multi-user multi-input multi-output (MU-MIMO) communications Bluetooth®, LTE, 4G, 5G, Near-Field Communication (NFC), etc., and in general for any type of wireless communications. The antenna(s)504can include, but are not limited to one or more of directional antennas, omnidirectional antennas, monopoles, patch antennas, loop antennas, microstrip antennas, dipoles, and any other antenna(s) suitable for communication transmission/reception. In an exemplary embodiment, transmission/reception using MIMO may require particular antenna spacing. In another exemplary embodiment, MIMO transmission/reception can enable spatial diversity allowing for different channel characteristics at each of the antennas. In yet another embodiment, MIMO transmission/reception can be used to distribute resources to multiple users for example within the vehicle100and/or in another vehicle.

Antenna(s)504generally interact with the Analog Front End (AFE)512, which is needed to enable the correct processing of the received modulated signal and signal conditioning for a transmitted signal. The AFE512can be functionally located between the antenna and a digital baseband system in order to convert the analog signal into a digital signal for processing and vice-versa.

The subsystem350can also include a controller/microprocessor520and a memory/storage/cache516. The subsystem350can interact with the memory/storage/cache516which may store information and operations necessary for configuring and transmitting or receiving the information described herein. The memory/storage/cache516may also be used in connection with the execution of application programming or instructions by the controller/microprocessor520, and for temporary or long term storage of program instructions and/or data. As examples, the memory/storage/cache520may comprise a computer-readable device, RAM, ROM, DRAM, SDRAM, and/or other storage device(s) and media.

The controller/microprocessor520may comprise a general purpose programmable processor or controller for executing application programming or instructions related to the subsystem350. Furthermore, the controller/microprocessor520can perform operations for configuring and transmitting/receiving information as described herein. The controller/microprocessor520may include multiple processor cores, and/or implement multiple virtual processors. Optionally, the controller/microprocessor520may include multiple physical processors. By way of example, the controller/microprocessor520may comprise a specially configured Application Specific Integrated Circuit (ASIC) or other integrated circuit, a digital signal processor(s), a controller, a hardwired electronic or logic circuit, a programmable logic device or gate array, a special purpose computer, or the like.

The subsystem350can further include a transmitter570and receiver572which can transmit and receive signals, respectively, to and from other devices, subsystems and/or other destinations using the one or more antennas504and/or links/busses. Included in the subsystem350circuitry is the medium access control or MAC Circuitry522. MAC circuitry522provides for controlling access to the wireless medium. In an exemplary embodiment, the MAC circuitry522may be arranged to contend for the wireless medium and configure frames or packets for communicating over the wired/wireless medium.

The subsystem350can also optionally contain a security module (not shown). This security module can contain information regarding but not limited to, security parameters required to connect the device to one or more other devices or other available network(s), and can include WEP or WPA/WPA-2 (optionally+AES and/or TKIP) security access keys, network keys, etc. The WEP security access key is a security password used by Wi-Fi networks. Knowledge of this code can enable a wireless device to exchange information with an access point and/or another device. The information exchange can occur through encoded messages with the WEP access code often being chosen by the network administrator. WPA is an added security standard that is also used in conjunction with network connectivity with stronger encryption than WEP.

In some embodiments, the communications subsystem350also includes a GPU540, an accelerator544, a Wi-Fi/BT/BLE PHY module580and a Wi-Fi/BT/BLE MAC module584and wireless transmitter588and receiver592. In some embodiments, the GPU540may be a graphics processing unit, or visual processing unit, comprising at least one circuit and/or chip that manipulates and changes memory to accelerate the creation of images in a frame buffer for output to at least one display device. The GPU540may include one or more of a display device connection port, printed circuit board (PCB), a GPU chip, a metal-oxide-semiconductor field-effect transistor (MOSFET), memory (e.g., single data rate random-access memory (SDRAM), double data rate random-access memory (DDR) RAM, etc., and/or combinations thereof), a secondary processing chip (e.g., handling video out capabilities, processing, and/or other functions in addition to the GPU chip, etc.), a capacitor, heatsink, temperature control or cooling fan, motherboard connection, shielding, and the like.

The various connectivity managers534,558,562,566manage and/or coordinate communications between the subsystem350and one or more of the systems disclosed herein and one or more other devices/systems. The connectivity managers534,558,562,566include a charging connectivity manager534, a vehicle database connectivity manager558, a remote operating system connectivity manager562, and a sensor connectivity manager566.

The charging connectivity manager534can coordinate not only the physical connectivity between the vehicle100and a charging device/vehicle, but can also communicate with one or more of a power management controller, one or more third parties and optionally a billing system(s). As an example, the vehicle100can establish communications with the charging device/vehicle to one or more of coordinate interconnectivity between the two (e.g., by spatially aligning the charging receptacle on the vehicle with the charger on the charging vehicle) and optionally share navigation information. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. In addition to being able to manage connectivity for the exchange of power, the charging connectivity manager534can also communicate information, such as billing information to the charging vehicle and/or a third party. This billing information could be, for example, the owner of the vehicle, the driver/occupant(s) of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received.

The vehicle database connectivity manager558allows the subsystem to receive and/or share information stored in the vehicle database. This information can be shared with other vehicle components/subsystems and/or other entities, such as third parties and/or charging systems. The information can also be shared with one or more vehicle occupant devices, such as an app (application) on a mobile device the driver uses to track information about the vehicle100and/or a dealer or service/maintenance provider. In general any information stored in the vehicle database can optionally be shared with any one or more other devices optionally subject to any privacy or confidentially restrictions.

The remote operating system connectivity manager562facilitates communications between the vehicle100and any one or more autonomous vehicle systems. These communications can include one or more of navigation information, vehicle information, other vehicle information, weather information, occupant information, or in general any information related to the remote operation of the vehicle100.

The sensor connectivity manager566facilitates communications between any one or more of the vehicle sensors (e.g., the driving vehicle sensors and systems304, etc.) and any one or more of the other vehicle systems. The sensor connectivity manager566can also facilitate communications between any one or more of the sensors and/or vehicle systems and any other destination, such as a service company, app, or in general to any destination where sensor data is needed.

In accordance with one exemplary embodiment, any of the communications discussed herein can be communicated via the conductor(s) used for charging. One exemplary protocol usable for these communications is Power-line communication (PLC). PLC is a communication protocol that uses electrical wiring to simultaneously carry both data, and Alternating Current (AC) electric power transmission or electric power distribution. It is also known as power-line carrier, power-line digital subscriber line (PDSL), mains communication, power-line telecommunications, or power-line networking (PLN). For DC environments in vehicles PLC can be used in conjunction with CAN-bus, LIN-bus over power line (DC-LIN) and DC-BUS.

The communications subsystem can also optionally manage one or more identifiers, such as an IP (internet protocol) address(es), associated with the vehicle and one or other system or subsystems or components therein. These identifiers can be used in conjunction with any one or more of the connectivity managers as discussed herein.

FIG. 6illustrates a block diagram of a computing environment600that may function as the servers, user computers, or other systems provided and described herein. The computing environment600includes one or more user computers, or computing devices, such as a vehicle computing device604, a communication device608, and/or more612. The computing devices604,608,612may include general purpose personal computers (including, merely by way of example, personal computers, and/or laptop computers running various versions of Microsoft Corp.'s Windows® and/or Apple Corp.'s Macintosh® operating systems) and/or workstation computers running any of a variety of commercially-available UNIX® or UNIX-like operating systems. These computing devices604,608,612may also have any of a variety of applications, including for example, database client and/or server applications, and web browser applications. Alternatively, the computing devices604,608,612may be any other electronic device, such as a thin-client computer, Internet-enabled mobile telephone, and/or personal digital assistant, capable of communicating via a network352and/or displaying and navigating web pages or other types of electronic documents. Although the exemplary computing environment600is shown with two computing devices, any number of user computers or computing devices may be supported.

The computing environment600may also include one or more servers614,616. In this example, server614is shown as a web server and server616is shown as an application server. The web server614, which may be used to process requests for web pages or other electronic documents from computing devices604,608,612. The web server614can be running an operating system including any of those discussed above, as well as any commercially-available server operating systems. The web server614can also run a variety of server applications, including SIP (Session Initiation Protocol) servers, HTTP(s) servers, FTP servers, CGI servers, database servers, Java servers, and the like. In some instances, the web server614may publish operations available operations as one or more web services.

The computing environment600may also include one or more file and or/application servers616, which can, in addition to an operating system, include one or more applications accessible by a client running on one or more of the computing devices604,608,612. The server(s)616and/or614may be one or more general purpose computers capable of executing programs or scripts in response to the computing devices604,608,612. As one example, the server616,614may execute one or more web applications. The web application may be implemented as one or more scripts or programs written in any programming language, such as Java™, C, C#®, or C++, and/or any scripting language, such as Perl, Python, or TCL, as well as combinations of any programming/scripting languages. The application server(s)616may also include database servers, including without limitation those commercially available from Oracle®, Microsoft®, Sybase®, IBM® and the like, which can process requests from database clients running on a computing device604,608,612.

The web pages created by the server614and/or616may be forwarded to a computing device604,608,612via a web (file) server614,616. Similarly, the web server614may be able to receive web page requests, web services invocations, and/or input data from a computing device604,608,612(e.g., a user computer, etc.) and can forward the web page requests and/or input data to the web (application) server616. In further embodiments, the server616may function as a file server. Although for ease of description,FIG. 6illustrates a separate web server614and file/application server616, those skilled in the art will recognize that the functions described with respect to servers614,616may be performed by a single server and/or a plurality of specialized servers, depending on implementation-specific needs and parameters. The computer systems604,608,612, web (file) server614and/or web (application) server616may function as the system, devices, or components described inFIGS. 1-6.

The computing environment600may also include a database618. The database618may reside in a variety of locations. By way of example, database618may reside on a storage medium local to (and/or resident in) one or more of the computers604,608,612,614,616. Alternatively, it may be remote from any or all of the computers604,608,612,614,616, and in communication (e.g., via the network610) with one or more of these. The database618may reside in a storage-area network (“SAN”) familiar to those skilled in the art. Similarly, any necessary files for performing the functions attributed to the computers604,608,612,614,616may be stored locally on the respective computer and/or remotely, as appropriate. The database618may be a relational database, such as Oracle 20i®, that is adapted to store, update, and retrieve data in response to SQL-formatted commands.

FIG. 7illustrates one embodiment of a computer system700upon which the servers, user computers, computing devices, or other systems or components described above may be deployed or executed. The computer system700is shown comprising hardware elements that may be electrically coupled via a bus704. The hardware elements may include one or more central processing units (CPUs)708; one or more input devices712(e.g., a mouse, a keyboard, etc.); and one or more output devices716(e.g., a display device, a printer, etc.). The computer system700may also include one or more storage devices720. By way of example, storage device(s)720may be disk drives, optical storage devices, solid-state storage devices such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable and/or the like.

The computer system700may additionally include a computer-readable storage media reader724; a communications system728(e.g., a modem, a network card (wireless or wired), an infra-red communication device, etc.); and working memory736, which may include RAM and ROM devices as described above. The computer system700may also include a processing acceleration unit732, which can include a DSP, a special-purpose processor, and/or the like.

The computer-readable storage media reader724can further be connected to a computer-readable storage medium, together (and, optionally, in combination with storage device(s)720) comprehensively representing remote, local, fixed, and/or removable storage devices plus storage media for temporarily and/or more permanently containing computer-readable information. The communications system728may permit data to be exchanged with a network and/or any other computer described above with respect to the computer environments described herein. Moreover, as disclosed herein, the term “storage medium” may represent one or more devices for storing data, including read only memory (ROM), random access memory (RAM), magnetic RAM, core memory, magnetic disk storage mediums, optical storage mediums, flash memory devices and/or other machine readable mediums for storing information.

The computer system700may also comprise software elements, shown as being currently located within a working memory736, including an operating system740and/or other code744. It should be appreciated that alternate embodiments of a computer system700may have numerous variations from that described above. For example, customized hardware might also be used and/or particular elements might be implemented in hardware, software (including portable software, such as applets), or both. Further, connection to other computing devices such as network input/output devices may be employed.

The intelligent vehicle100can automatically determine and allow access, control, programming, etc., based on an authentication of one or more users associated with the vehicle. The users can be an owner or operator of the vehicle, a passenger of the vehicle, or another person in a trusted relationship with the owner or operator or passenger of the vehicle.

Authentication may utilize any authentication technique including facial recognition (of users inside and/or outside of a vehicle), trusted device recognition (e.g., determining a user in proximity to the vehicle has a trusted key set by a vehicle administrator, etc.), voice recognition, heat signature, etc., and/or combinations thereof. This authentication may be transferred or assigned to users other than an owner or operator of the vehicle (e.g., via a token sent from the vehicle to a mobile device of another, etc.).

The intelligent vehicle can provide collected information not only to a control source but also to one or more authenticated and verified computing devices. The computing devices, for example, can remotely view, by streaming media, an interior or exterior of the vehicle, a current map location of the vehicle, a current or historic route of the vehicle, and the like. The computing device can remotely control one or more operations of the vehicle, such as destination selection, waypoint selection, infotainment settings, vehicle speed, route selection, door locking and unlocking, window opening and closing, local network settings and availability to on board computing devices, and the like. The computing device can remotely communicate with occupants via the infotainment system.

With reference toFIGS. 3 and 6-8, an embodiment of an autonomous vehicle100will be described.

With reference toFIG. 8, an on board autonomous driving system900in the vehicle100is depicted. The autonomous driving system900includes an autonomous driving agent904in communication with an automatic vehicle location system908, sensor connectivity manager566and associated first, second, . . . Mth sensors912a-M, user interface920, and authentication system978, and having access via working memory736or communication systems728to the sensed object information970, sensed occupant information916, object profiles974, vehicle-related information982, exterior environmental information986, and navigation information924.

The automatic vehicle location system908is in communication with the GPS/Nav sensor308to acquire current vehicle position coordinates, which position coordinates are then correlated by the map database manager812to a position on a road. Dead reckoning using distance data from one or more sensors attached to the drive train, a gyroscope sensor312and/or an accelerometer sensor312can be used for greater reliability, as GPS signal loss and/or multipath can occur due to the map database manager812, such as due to a cellular signal dead or low signal strength area or passage of the vehicle through a tunnel.

The sensed object information970refers to sensed information regarding objects external to the vehicle. Examples include animate objects such as animals and attributes thereof (e.g., animal type, current spatial location, current activity, etc.), and pedestrians and attributes thereof (e.g., identity, age, sex, current spatial location, current activity, etc.), and the like and inanimate objects and attributes thereof such as other vehicles (e.g., current vehicle state or activity (parked or in motion or level of automation currently employed), occupant or operator identity, vehicle type (truck, car, etc.), vehicle spatial location, etc.), curbs (topography and spatial location), potholes (size and spatial location), lane division markers (type or color and spatial locations), signage (type or color and spatial locations such as speed limit signs, yield signs, stop signs, and other restrictive or warning signs), traffic signals (e.g., red, yellow, blue, green, etc.), buildings (spatial locations), walls (height and spatial locations), barricades (height and spatial location), and the like.

The sensed occupant information916refers to sensed information regarding occupants internal to the vehicle. Examples include the number and identities of occupants and attributes thereof (e.g., seating position, age, sex, gaze direction, biometric information, authentication information, preferences, historic behavior patterns (such as current or historical user driving behavior, historical user route, destination, and waypoint preferences), nationality, ethnicity and race, language preferences (e.g., Spanish, English, Chinese, etc.), current occupant role (e.g., operator or passenger), occupant priority ranking (e.g., vehicle owner is given a higher ranking than a child occupant), electronic calendar information (e.g., Outlook™), and medical information and history, etc.

The vehicle-related information982refers to sensed information regarding the selected vehicle. Examples include vehicle manufacturer, type, model, year of manufacture, current geographic location, current vehicle state or activity (parked or in motion or level of automation currently employed), vehicle specifications and capabilities, currently sensed operational parameters for the vehicle, and other information.

The exterior environmental information986refers to sensed information regarding the external environment of the selected vehicle. Examples include road type (pavement, gravel, brick, etc.), road condition (e.g., wet, dry, icy, snowy, etc.), weather condition (e.g., outside temperature, pressure, humidity, wind speed and direction, etc.), ambient light conditions (e.g., time-of-day), degree of development of vehicle surroundings (e.g., urban or rural), and the like.

The first, second, . . . mth sensors912a-mcan collect the sensed object information970, sensed occupant information916, vehicle-related information982, and exterior environmental information986. The first, second, . . . mth sensors912a-minclude the sensors or systems116A-K,112,312,316,320,324,328,332,336, and338discussed above, a camera to capture images of interior objects (such as occupants), a seat belt sensor to determine seat belt settings (e.g., closed or open), a seat weight sensor settings, a microphone to capture audio within the vehicle (such as occupant comments which are then input into a speech-to-text engine to determine or identify one or more words spoken by an occupant), a wireless network node that receives unique identifiers of occupant portable computing devices (which identifiers can be associated with a corresponding occupant to identify the occupant), and the like. In some applications, a portable computing device of the occupant can be employed as a sensor that tracks occupant behavior while the occupant is in the vehicle. The information collected by the sensors is received by the sensor connectivity manager566and provided to the autonomous driving agent904and/or to the profile database manager.

The user interface920receives user commands and other input, such as user selections, preferences, and settings that are used in configuring, determining, and selecting vehicle parameters, settings, or operations, such as navigation route selection, acceptable rates of acceleration and deceleration, acceptable minimum inter-object spacing distance, and acceptable steering lines, and stimuli or events triggering associated rule-based actions. The user interface920can be one or more of vehicle instrument panel400, vehicle operational display420, heads-up display434, and power management display428. It can also be a portable computational or communication device of an occupant.

The authentication system978authenticates occupants and individuals and computing devices608external to the vehicle. Authentication of an occupant or external individual or remote computing device can be important in performing an autonomous operation, such as locking or unlocking a door of the vehicle, raising or lowering a window, stopping or parking the vehicle, selecting a vehicle speed, and the like, or changing an autonomous operating parameter or configuration, such as route, waypoint, or destination selection, infotainment setting, maximum vehicle speed, and the like.

Authentication can be a single- or multi-factor authentication. Multi-factor authentication enables or permits the operation or function to be performed or access to be granted only after an authentication mechanism successfully verifies or validates multiple items of information (“authentication information”), Any number of factors can be used for authentication. The use of multiple authentication factors in authentication assumes that an unauthorized actor is unlikely to supply the factors required for access, if, in an authentication attempt, at least one of the components is missing or supplied incorrectly, authentication is not successful and the requested function or access or other operation is denied.

Authentication can use a credential or key generated or derived by a cryptographic algorithm or engine from multiple factors. The key can be an authentication key, benign key, content-encryption key, crypto ignition key, cryptovariable, derived key, electronic key, ephemeral key, key encryption key, key production key, master key, master encryption key, public/private key, session key, symmetric key, asymmetric key, traffic encryption key, transmission security key, seed key, signature key, or stream key. Exemplary cryptographic algorithms used for key generation and/or authentication include a key derivation function, keystream generator, cryptographic hash function, key derivation function, cryptographic pseudorandom number generator, cryptanalytic algorithm, broken cryptography algorithm, asymmetric key algorithm, information-theoretically secure algorithm, integer factorization algorithm, symmetric key algorithm, Type 1, 2, or 2 3 encryption algorithm, advanced access content system, cipher block chain, and the like.

Operator or passenger factors or the factors of an external individual include user selected credentials (e.g., password or personal identification number) or biometric data. Biometric data relates to a metric of a physiological or behavioral human characteristic. Physiological characteristics are related to the shape of the body. Examples include, but are not limited to, fingerprint, palm veins, face recognition (e.g., facial characteristic or digital face mapping parameter(s)), DNA, palm print, hand geometry (e.g., hand geometry characteristic or digital hand geometry mapping parameter(s)), iris recognition (e.g., iris characteristic or digital iris mapping parameter(s)), retina (e.g., retina characteristic or digital retina mapping parameter(s)), and odor and/or scent. Behavioral characteristics are related to the pattern of behavior of a person, including, but not limited to, typing rhythm, typing speed, pattern in key press intervals, gait, and voice (e.g., voice audible or spectral characteristic or digital voice print mapping parameter(s)).

Operator, passenger, or external individual portable computing device or communication device608factors include keyless remote identifier, communication device Electronic Serial Number (“ESN”), Mobile Equipment Identifier (“MEID”), International Mobile Equipment Identity (“MEI”), International Mobile Subscriber Identity (“IMSI”) number (stored on a Subscriber Identity Module (“SIM”) card), Temporary Mobile Subscriber Identity (“TMSI”), telephone number, an Internet Protocol address, Mobile IP (“MIP”) or other electronic address (optionally in conjunction with one or more public/private keys).

As will be appreciated, keyless remotes contain a short-range radio transmitter and must be within a certain range, usually about 5-20 meters, of the wireless radio signal receiver unit in the car to operate. When a button on the keyless remote is pushed, the keyless remote sends a coded signal by radio waves to the receiver unit in the car. Keyless remotes typically operate at a frequency of about 315 MHz for North America-made cars and at about 433.92 MHz for European, Japanese and Asian cars.

ESNs are often represented as either 11-digit decimal numbers or 8 digit hexadecimal numbers. For the decimal format the first three digits are the decimal representation of the first 8 bits (between 000 and 255 inclusive) and the next 8 digits are derived from the remaining 24 bits and will be between 00000000 and 16777215 inclusive. The decimal format of pseudo ESNs will therefore begin with 128. The decimal format separately displays 8 bit manufacturer codes in the first 3 digits, but 14 bit codes are not displayed as separate digits. The hexadecimal format displays an ESN as 8 digits and also does not separately display 14 bit manufacturer codes which occupy 3.5 hexadecimal digits.

A mobile equipment identifier (MEID) is a globally unique number identifying a physical piece of CDMA2000 mobile station equipment. The number format is defined by the 3GPP2 report SR0048 but in practical terms, it can be seen as an IMEI (discussed below) but with hexadecimal digits. An MEID is 56 bits long (14 hex digits). It comprises three fields, including an 8-bit regional code (RR), a 24-bit manufacturer code, and a 24-bit manufacturer-assigned serial number. The check digit (CD) is not considered part of the MEID.

The International Mobile Subscriber Identity or IMSI is used to identify the user of a cellular network and is a unique identification associated with all cellular networks. It is stored as a 64 bit field and is sent by the phone to the network. An IMSI is usually presented as a 15 digit number, but can be shorter. The first 3 digits are the mobile country code (MCC), which are followed by the mobile network code (MNC), either 2 digits (European standard) or 3 digits (North American standard). The length of the MNC depends on the value of the MCC. The remaining digits are the mobile subscription identification number (MSIN) within the network's customer base.

The Temporary Mobile Subscriber Identity (TMSI) is the identity that is most commonly sent between the mobile and the network. TMSI is randomly assigned by the Visitor Location Register (“VLR”) to every mobile in the area, the moment it is switched on. The number is local to a location area, and so it has to be updated each time the mobile moves to a new geographical area. The Mobile IP allows for location-independent routing of IP datagrams on the Internet. Each mobile node is identified by its home address disregarding its current location in the Internet. While away from its home network, a mobile node is associated with a care-of address which identifies its current location and its home address is associated with the local endpoint of a tunnel to its home agent. Mobile IP specifies how a mobile node registers with its home agent and how the home agent routes datagrams to the mobile node through the tunnel.

The portable communication device608or vehicle100can also use, as a factor, a valid passcode provided to the communication device608or vehicle100for authentication purposes. If the user has already used a sequence of digits (passcode), this is automatically deleted and the authenticating server or server requesting authentication can send a new code to the communication device608. If the new code is not entered within a specified time limit, the authentication system978or the control source automatically sends a new passcode. This ensures that no old, already used codes are left on mobile devices or in vehicle memory. For added security, it is possible to specify how many incorrect entries are permitted before the authenticating server blocks access.

The unique identifier, whether a keyless remote identifier, communication device Electronic Serial Number (“ESN”), Mobile Equipment Identifier (“MEID”), International Mobile Equipment Identity (“MEI”), International Mobile Subscriber Identity (“IMSI”) number (stored on a Subscriber Identity Module (“SIM”) card), Temporary Mobile Subscriber Identity (“TMSI”), telephone number, or Mobile IP (“MIP”) (optionally in conjunction with one or more public/private keys), can be sent by the control source356B to the vehicle100, a portable communication device of a passenger or occupant in the vehicle interior, or a portable communication device of an individual outside of the vehicle to enable successful authentication. The unique identifier can be associated with the vehicle100, such as the communications subsystem350or a component thereof, a portable communication device of a passenger or occupant in the vehicle interior, or a portable communication device of an individual outside of the vehicle. In one example, the unique identifier of the communications subsystem350or a component thereof or a portable communication device of a passenger or occupant in the vehicle interior is provided to a portable communication device of an individual outside of the vehicle. In another example, the unique identifier of a portable communication device of an individual outside of the vehicle is provided to the communications subsystem350or a component thereof or a portable communication device of a passenger or occupant in the vehicle interior. In either case, both the portable communication device of an individual outside of the vehicle on the one hand and the communications subsystem350or a component thereof or a portable communication device of a passenger or occupant in the vehicle interior on the other have a common unique identifier that enables single- or multi-factor authentication to be performed successfully.

The navigation information924can take many forms depending on the configuration. When the navigation information924received by the vehicle from the automatic vehicle location system is provided, via network352, to the navigation source356A, it can be the map or other navigation information provided by the navigation source356A to the occupant, including possible routes and is periodically updated with selected route map information. When the navigation information is received by the automatic vehicle location system and used by the vehicle itself to configure, determine or select possible routes, it is map information from the navigation source356A that is selected based on a requests received by the navigation source356A from the vehicle100. The request can include the current vehicle location and the locations of the user selected waypoints and destination.

The navigation source356A commonly stores the navigation information924as graphs, or two or three dimensional arrays of objects with attributes of location and category, where some common categories include parks, roads, cities, and the like. A map database commonly represents a road network along with associated features, with the road network corresponding to a selected road network model. Commonly, such a model comprises basic elements (nodes, links and areas) of the road network and properties of those elements (location coordinates, shape, addresses, road class, speed range, etc.). The basic elements are referred to as features and the properties as attributes. Other information associated with the road network can also be included, such as points of interest, waypoints, building shapes, and political boundaries. Geographic Data Files (GDF) is a standardized description of such a model. Each node within a map graph represents a point location of the surface of the earth and can be represented by a pair of longitude (lon) and latitude (lat) coordinates. Each link can represent a stretch of road between two nodes, and be represented by a line segment (corresponding to a straight section of road) or a curve having a shape that is generally described by intermediate points (called shape points) along the link. However, curves can also be represented by a combination of centroid (point or node), with a radius, and polar coordinates to define the boundaries of the curve. Shape points can be represented by longitude and latitude coordinates as are nodes, but shape points generally do not serve the purpose of connecting links, as do nodes. Areas are generally two- or three-dimensional shapes that represent things like parks

The autonomous driving agent904controls the driving behavior of the vehicle in response to the current vehicle location, sensed object information970, sensed occupant information916, vehicle-related information982, exterior environmental information986, and navigation information924. In a typical implementation, the autonomous driving agent, based on feedback from certain sensors, specifically the LIDAR and radar sensors positioned around the circumference of the vehicle, constructs a three-dimensional map in spatial proximity to the vehicle that enables the autonomous driving agent to identify and spatially locate animate and inanimate objects. Other sensors, such as inertial measurement units, gyroscopes, wheel encoders, sonar sensors, motion sensors to perform odometry calculations with respect to nearby moving objects, and exterior facing cameras (e.g., to perform computer vision processing) can provide further contextual information for generation of a more accurate three-dimensional map. The navigation information is combined with the three-dimensional map to provide short, intermediate and long range course tracking and route selection. The autonomous driving system processes real-world information as well as GPS data, and driving speed to determine accurately the precise position of each vehicle, down to a few centimeters all while making corrections for nearby animate and inanimate objects.

The autonomous driving agent904processes in real time the aggregate mapping information and models behavior of occupants of the current vehicle and other nearby animate objects and issues appropriate commands regarding vehicle operation. While some commands are hard-coded into the vehicle, such as stopping at red lights and stop signs, other responses are learned and recorded by profile updates based on previous driving experiences. Examples of learned behavior include a slow-moving or stopped vehicle or emergency vehicle in a right lane suggests a higher probability that the car following it will attempt to pass, a pot hole, rock, or other foreign object in the roadway equates to a higher probability that a driver will swerve to avoid it, and traffic congestion in one lane means that other drivers moving in the same direction will have a higher probability of passing in an adjacent lane or by driving on the shoulder.

By way of example, the autonomous driving agent904operates the vehicle100(in automatic mode) chauffeuring children to school. When the vehicle arrives in this example, autonomous driving agent904may not unlock the locked doors of the vehicle100unless an individual located outside of the vehicle100and having a valid authentication is in a selected spatial proximity to, or predetermined distance of, a particular area or zone of the vehicle. The autonomous driving agent904may automatically look for the authenticated individual or his or her computing device608at particular times or based on a selected stimulus (e.g., when stopped to a selected location, when reaching a particular destination, at a preset time, when an individual or computing device are detected within spatial proximity to the particular area or zone of the vehicle, and the like). In some cases, the autonomous driving agent904may require secondary authentication from an occupant of the vehicle before access or control to the vehicle is allowed. For instance, in the preceding example, the children inside the vehicle may be required by the autonomous driving agent904to affirmatively state orally or by input into the user interface that the external individual having a first authentication is in fact authentic (e.g., a teacher, administrator, guardian ad litem, parent, etc.). Alternatively, a parent viewing a live video of the individual, via a computing device608, may need to affirmatively state or indicate that the individual is in fact authentic. Only upon the secondary authentication will access be allowed. This technique provides the greater reliability in authentication afforded by multi-factor authentication.

In another example, a parent can, by a successfully authenticated remote computing device608, such as a smart phone or tablet computer, access various displays connected with the vehicle100of the prior example, such as historic route or trace route of the vehicle100, currently selected route to be traveled by the vehicle100, current vehicle location, live video of the vehicle interior or exterior, and the like. The parent can scroll or switch back-and-forth among these various display options. For instance, the parent can select a first display containing the historic route or trace route of the vehicle100, a second display containing the currently selected route to be traveled by the vehicle100, a third display comprising live video of the vehicle interior, and a fourth display comprising live video of the vehicle exterior. The parent can, via the remote computing device608, alter an operation or setting or configuration of the autonomous driving agent904, such as route alteration, waypoint addition, change, or removal, destination change, infotainment setting, access of a portable computing device of a passenger or occupant to the local network within the vehicle, vehicle speed, door lock or unlock setting, window lock or unlock setting, and the like. If necessary, the parent can, via the remote computing device, broadcast over the vehicle infotainment system an audio or visual or multimedia message to the passengers.

In another example, the autonomous driving agent904operates the vehicle100(in automatic mode) to pick up a potential passenger. The potential passenger may have no prior or trusted relationship with the owner or operator. For instance, the vehicle could be operated by a paid transportation service, such as Uber™, Lyft™, Yellow Cab™, and the like and the passenger could be a fare awaiting pick up. When the vehicle arrives, both the potential passenger and vehicle100could be sent a token, credential, or other security mechanism. The vehicle will recognize the passenger by comparing the token, credential or other security mechanism provided by the passenger against the token, credential or other security mechanism received from the control source356B. Upon successful authentication, the autonomous driving agent904unlocks one or more doors of the vehicle to permit the passenger to enter the vehicle interior. Based on sensor input, the autonomous driving agent can determine when the last passenger has safely entered the vehicle and commence driving.

In a variation of the preceding example, the token, credential, or other security mechanism may already be in the possession of the potential passenger, a computing device of the potential passenger, or the autonomous driving agent and is sent by the control source to the other of the potential passenger/a computing device of the potential passenger or the autonomous driving agent904as the case may be.

In either of the preceding examples, the token, credential, or other security mechanism may be for instance a unique identifier such as a keyless remote identifier, communication device Electronic Serial Number (“ESN”), Mobile Equipment Identifier (“MEID”), International Mobile Equipment Identity (“MEI”), International Mobile Subscriber Identity (“IMSI”) number (stored on a Subscriber Identity Module (“SIM”) card), Temporary Mobile Subscriber Identity (“TMSI”), telephone number, or Mobile IP (“MIP”) (optionally in conjunction with one or more public/private keys).

In another example, the unique identifier or other token, credential, or other security mechanism is transferred or assigned by the control source to an individual other than an owner or operator or passenger of the vehicle or his or her computing device608(e.g., via a token sent from the vehicle100or control source to a mobile device608of another, etc.). The transfer can be done at the request of the owner or operator or passenger. The transferred unique identifier or other token, credential or other security mechanism can be enabled or active indefinitely or for only a selected period of time or selected number of uses (or authentication instances). The owner or operator or passenger can transfer the unique identifier or other token, credential or other security mechanism directly to the computing device of the selected individual or indirectly to the computing device of the selected individual via the control source.

In another example, the unique identifier or other token, credential, or other security mechanism is transferred by the individual or his or her computing device608to the owner or operator or passenger or a computing device associated therewith and loaded by the recipient or recipient device into the working memory736of the vehicle100.

In any event, the autonomous driving agent904may store information associated with the recognition of the individual, the individual's computing device, captured images of the individual, attempted authentication times, locations of attempted authentications, and/or any other data in a local or working memory736and/or remote memory, such as database618. This data may be recorded and provided to an owner of vehicle and/or provided to a third party (e.g., law enforcement agency, security team, etc.) via a wireless communication over a communication network (e.g., phone message, email, alert, etc.).

The operations of the various executable modules will now be discussed with reference toFIGS. 9-11.

With reference toFIG. 9, the autonomous driving agent904, in step1000, detects a stimulus, such as any set forth above, and commences execution of the instructions. Exemplary stimuli include, for example, detection of a change in any of the previously sensed vehicle location, sensed object information970, sensed occupant information916, vehicle-related information982, exterior environmental information986, and/or navigation information924and/or in an object profile(s)974.

In step1004, the autonomous driving agent904determines from the automatic vehicle location system908the current geographical location of the vehicle100.

In step1008, the autonomous driving agent904collects vehicle-related information982from the sensor connectivity manager566.

In step1012, the autonomous driving agent904collects occupant-related information916, such as the information set forth above. This includes, for example, the identities of the vehicle occupants, the roles of each identified occupant (e.g., driver or passenger), a current activity of each occupant (e.g., operating vehicle, operating portable computing device, interacting with an on board vehicle user interface, and the like), gaze detection of an occupant, and the like.

In step1016, the autonomous driving agent904collects sensed exterior environmental information986from the sensor connectivity manager566.

In step1020, the autonomous driving agent908collects sensed animate and inanimate object information970from the sensor connectivity manager566.

In step1024, the autonomous driving agent908forwards the foregoing collected information, via communications subsystem350and network352, to the navigation source356A and control source356B and uses the collected information in causing one or more autonomous operations of the vehicle100.

With reference toFIG. 10, the authentication system978, in step1200, authenticates a computing device associated with an owner or operator of the vehicle100and determines a set of privileges of the computing device. For example, the set of privileges can enable access to a first set of collected information but not a second set of collected information or to change or control a first set of autonomous vehicle operations but not a second set of autonomous vehicle operations.

In step1204, the autonomous driving agent904forwards the collected information permitted by the privilege to the successfully authenticated computing device.

In step1208, the autonomous driving agent904receives directly or indirectly by the control source a request and/or command from the computing device.

In optional step1212, the control source forwards the request and/or command to the autonomous driving agent904when the request and/or command is/are within the set of privileges of the computing device.

In step1216, the autonomous driving agent904responds or implements the request or command when the request and/or command is/are within the set of privileges of the computing device.

With reference toFIG. 11, the autonomous driving agent904, in step1100, detects a stimulus, such as any set forth above, and commences execution of the instructions. Exemplary stimuli include, for example, determining that the vehicle100has stopped at a selected location or reached a particular destination, detecting a preset time, detecting that an individual or computing device is/are within spatial proximity to or within a particular area or zone of the vehicle, and the like.

In step1104, the autonomous driving agent904determines if a selected object, such as an individual or a computing device608, is detected within spatial proximity to or within a particular area or zone of the vehicle.

In step1108, when the selected object is detected within spatial proximity to or within a particular area or zone of the vehicle, the authentication system978authenticates the selected object as set forth above.

In step1112, when authentication is successful, the authentication system978determines if secondary authentication is required. Secondary authentication may be required in some cases but not others. For example, secondary authentication may not be required when the vehicle is without passengers but required when the vehicle has passengers, particularly children.

In step1116, when secondary authentication is required, the authentication system978performs secondary authentication as set forth above.

In step1120, the autonomous driving agent, in response to successful primary and optional secondary authentication, performs a selected action, including those set forth above.

With reference toFIG. 12, the logical instructions are executed by an arithmetic/logic unit (“ALU”), which performs mathematical operations, such as addition, subtraction, multiplication, and division, machine instructions, an address bus (that sends an address to memory), a data bus (that can send data to memory or receive data from memory), a read and write line to tell the memory whether to set or get the addressed location, a clock line that enables a clock pulse to sequence the processor, and a reset line that resets the program counter to zero or another value and restarts execution. The arithmetic/logic unit can be a floating point processor that performs operations on floating point numbers. The autonomous driving agent904, control source356B, and/or navigation source356A further includes first, second, and third registers that are typically configured from flip-flops, an address latch, a program counter (which can increment by “1” and reset to “0”), a test register to hold values from comparisons performed in the arithmetic/logic unit (such as comparisons in any of the steps ofFIGS. 9-11), plural tri-state buffers to pass a “1” or “0” or disconnect its output (thereby allowing multiple outputs to connect to a wire but only one of them to actually drive a “1” or “0” into the line), and an instruction register and decoder to control other components. Control lines, in the autonomous driving agent904, control source356B, and/or navigation source356A, from the instruction decoder can: command the first register to latch the value currently on the data bus, command the second register to latch the value currently on the data bus, command the third register to latch the value currently output by the ALU, command the program counter register to latch the value currently on the data bus, command the address register to latch the value currently on the data bus, command the instruction register to latch the value currently on the data bus, command the program counter to increment, command the program counter to reset to zero, activate any of the plural tri-state buffers (plural separate lines), command the ALU what operation to perform, command the test register to latch the ALU's test bits, activate the read line, and activate the write line. Bits from the test register and clock line as well as the bits from the instruction register come into the instruction decoder. Hardware similar or identical to that ofFIG. 12is in each of the autonomous driving agent904, control source356B, and/or navigation source356A for executing the instructions ofFIGS. 9-11. The ALU executes instructions for a random or pseudo-random number generation algorithm and generates the recipient identifier using the appropriate seed values.

Furthermore, while the exemplary embodiments illustrated herein show the various components of the system collocated, certain components of the system can be located remotely, at distant portions of a distributed network, such as a LAN and/or the Internet, or within a dedicated system. Thus, it should be appreciated, that the components of the system can be combined into one or more devices, such as a server, communication device, or collocated on a particular node of a distributed network, such as an analog and/or digital telecommunications network, a packet-switched network, or a circuit-switched network. It will be appreciated from the preceding description, and for reasons of computational efficiency, that the components of the system can be arranged at any location within a distributed network of components without affecting the operation of the system.

Embodiments include a vehicle comprising:

a vehicle interior for receiving one or more occupants;

a plurality of sensors to collect sensed information associated with the vehicle interior and an exterior of the vehicle;

an automatic vehicle location system to determine a current spatial location of the vehicle;

a computer readable medium to store authentication information and the sensed information when the vehicle is in a Level 4 or 5 level of autonomous operation; and

a microprocessor, coupled to the automatic vehicle location system and computer readable medium, that, when in the Level 4 or 5 level of autonomous operation:

detects, in the sensed information, an individual exterior to the vehicle;

based on the sensed information and authentication information, attempts to authenticate the individual or a computing device associated with the individual; and

when the individual or computing device is authenticated successfully, performs a vehicle operation to enable the individual to access the vehicle interior.

Embodiments include a method that includes the steps:

operating, by a microprocessor, a vehicle in a Level 4 or 5 level of autonomous operation;

while operating at Level 4 or 5, detecting, by the microprocessor, an individual exterior to the vehicle;

based on sensed information collected by sensors of the vehicle and authentication information stored in a computer readable medium of the vehicle, attempting, by the microprocessor, to authenticate the sensed individual or a computing device associated with the individual; and

when the individual or computing device is authenticated successfully, performing, by the microprocessor, a vehicle operation to enable the individual to access an interior of the vehicle.

Aspects of the above vehicle or method can include one or more of: the sensed information comprising navigation information, the navigation information comprising a dimensional array of features, each feature having an attribute of location and category, the sensed information comprising one or more of spatial vehicle location, sensed object information associated with objects in spatial proximity to the vehicle, sensed occupant information for the vehicle, selected vehicle-related information, exterior environmental information regarding an environment of the vehicle, and an occupant command, and the authentication information being one or more of biometric data of the detected individual, a credential, passcode, or key to be received from the individual, an Electronic Serial Number (“ESN”) of the computing device, a Mobile Equipment Identifier (“MEID”) of the computing device, an International Mobile Equipment Identity (“IMEI”) of the computing device, an International Mobile Subscriber Identity (“IMSI”) number of the computing device, a Temporary Mobile Subscriber Identity (“TMSI”) of the computing device, a telephone number of the computing device, an Internet Protocol address of the computing device, and Mobile IP (“MIP”) of the computing device.

Aspects of the above vehicle or method can include one or more of: the vehicle interior comprising one or more occupants, the vehicle operation being one or more of locking or unlocking a door and raising or lowering a window, and the microprocessor having determined that the vehicle has arrived at a predetermined waypoint or destination.

Aspects of the above vehicle or method can include: the microprocessor requiring successful secondary authentication of the individual by the one or more occupants prior to performing the vehicle operation.

Aspects of the above vehicle or method can include one or more of: the microprocessor providing a live video stream of the vehicle interior or exterior to a remote computing device, the remote computing device being successfully authenticated by the microprocessor, the remote computing device being associated with an individual different from the sensed individual, and the different individual being able to prevent the microprocessor from performing the vehicle operation or enable the microprocessor to perform the vehicle operation notwithstanding whether or not the sensed individual is successfully authenticated.

Aspects of the above vehicle or method can include the authentication information comprising a token, key, or passcode provided to the vehicle and sensed individual's computing device by a remote control source and the sensed individual being previously not associated with the vehicle.

Embodiments include a method that includes the steps:

operating, by a microprocessor, a vehicle in a Level 4 or 5 level of autonomous operation;

while operating at Level 4 or 5, receiving, by the microprocessor, one or more requests from a successfully authenticated remote computing device associated with an owner of the vehicle for sensed information collected by sensors of the vehicle;

providing, by the microprocessor, the requested sensed information to the remote computing device, the requested sensed information being plural of a first display containing the historic route or trace route of the vehicle, a second display containing a currently selected route to be traveled by the vehicle, a third display comprising live video of an interior of the vehicle, and a fourth display comprising a live video of an exterior of the vehicle.

Aspects of the above vehicle or method can include one or more of: the owner, by the computing device, being able to alter an operation or setting or configuration of the vehicle while operating at Level 4 or 5 and the operation or setting or configuration being one or more of route, waypoint, destination, infotainment setting, access of a portable computing device of a passenger of the vehicle to a local wireless network within the vehicle, vehicle speed, door lock or unlock setting, and window lock or unlock setting.

Aspects of the above vehicle or method can include the owner, by the computing device, being able to broadcast over the vehicle infotainment system an audio or visual or multimedia message to the vehicle passengers.

Aspects of the above vehicle or method can include one or more of: the aspects noted above.

Any one or more of the aspects/embodiments as substantially disclosed herein.

Any one or more of the aspects/embodiments as substantially disclosed herein optionally in combination with any one or more other aspects/embodiments as substantially disclosed herein.

One or means adapted to perform any one or more of the above aspects/embodiments as substantially disclosed herein.

The term “electric vehicle” (EV), also referred to herein as an electric drive vehicle, may use one or more electric motors or traction motors for propulsion. An electric vehicle may be powered through a collector system by electricity from off-vehicle sources, or may be self-contained with a battery or generator to convert fuel to electricity. An electric vehicle generally includes a rechargeable electricity storage system (RESS) (also called Full Electric Vehicles (FEV)). Power storage methods may include: chemical energy stored on the vehicle in on-board batteries (e.g., battery electric vehicle or BEV), on board kinetic energy storage (e.g., flywheels), and/or static energy (e.g., by on-board double-layer capacitors). Batteries, electric double-layer capacitors, and flywheel energy storage may be forms of rechargeable on-board electrical storage.

The term “hybrid electric vehicle” refers to a vehicle that may combine a conventional (usually fossil fuel-powered) powertrain with some form of electric propulsion. Most hybrid electric vehicles combine a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system (hybrid vehicle drivetrain). In parallel hybrids, the ICE and the electric motor are both connected to the mechanical transmission and can simultaneously transmit power to drive the wheels, usually through a conventional transmission. In series hybrids, only the electric motor drives the drivetrain, and a smaller ICE works as a generator to power the electric motor or to recharge the batteries. Power-split hybrids combine series and parallel characteristics. A full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on just the engine, just the batteries, or a combination of both. A mid hybrid is a vehicle that cannot be driven solely on its electric motor, because the electric motor does not have enough power to propel the vehicle on its own.

The term “rechargeable electric vehicle” or “REV” refers to a vehicle with on board rechargeable energy storage, including electric vehicles and hybrid electric vehicles.