Automated spatial separation of self-driving vehicles from other vehicles based on occupant preferences

A computer-implemented method, system, and/or computer program product automatically provides spatial separation between a self-driving vehicle (SDV) operating in an autonomous mode and another vehicle on a roadway based on an emotional state of at least one occupant of the SDV. One or more processors receive an emotional state descriptor for at least one occupant of the SDV. A vehicle detector on the SDV detects another vehicle within a predefined proximity of the SDV. The processor(s) issue spatial separation instructions to a control mechanisms controller on the SDV to adjust a spacing between the SDV and the other vehicle based on the emotional state descriptor for the occupant(s) in the SDV.

BACKGROUND

The present disclosure relates to the field of vehicles, and specifically to the field of self-driving vehicles. Still more specifically, the present disclosure relates to the field of automatically providing spatial separation between self-driving vehicles and other vehicles.

Self-driving vehicles (SDVs) are vehicles that are able to autonomously drive themselves through private and/or public spaces. Using a system of sensors that detect the location and/or surroundings of the SDV, logic within or associated with the SDV controls the propulsion, stopping, and steering of the SDV based on the sensor-detected location and surroundings of the SDV.

SUMMARY

A computer-implemented method, system, and/or computer program product automatically provides spatial separation between a self-driving vehicle (SDV) operating in an autonomous mode and another vehicle on a roadway based on an emotional state of at least one occupant of the SDV. One or more processors receive an emotional state descriptor for at least one occupant of the SDV. A vehicle detector on the SDV detects another vehicle within a predefined proximity of the SDV. The processor(s) issue spatial separation instructions to a control mechanisms controller on the SDV to adjust a spacing between the SDV and the other vehicle based on the emotional state descriptor for the occupant(s) in the SDV.

DETAILED DESCRIPTION

The present invention provides a new technological solution to setting a desired distance between a self-driving vehicle (SDV) and another vehicle based on emotional factors and/or cognitive factors ascribed to occupants of the SDV. The other vehicle may be another SDV operating in autonomous (self-driving) mode, an SDV that is currently being controlled by a human driver (manual mode), or a non-SDV vehicle that is always controlled by a human driver.

Emotional factors include, but are not limited to, psychological emotions such as fear, calm, anger, anxiety, etc.

Cognitive factors include, but are not limited to, a person's mental abilities to understand and interpret circumstantial situations, such as the capabilities of autonomous controllers in an SDV.

Thus, if a person is uncomfortable with a spacing between the SDV in which he/she is riding and another vehicle, whether for issues caused by irrational emotional factors or rational cognitive factors, then the distance between the SDV and the other vehicle is adjusted until the person is comfortable (as indicated by feedback from the person). This feedback may be textual (e.g., as an input to a display) and/or biometric (e.g., as biometric indicators from biometric sensors), in accordance with various embodiments of the present invention.

In an embodiment of the present invention, the spatial distance between the SDV and the other vehicle is further adjusted according to the vehicle size/type of the other vehicle. For example, an SDV may be following a tall truck. Following closely to the tall truck results in the field of view of occupants of the SDV being blocked, thus leading to a feeling of being closed in, if not a feeling of being physically in danger.

In an embodiment of the present invention, the emotional state of the occupants is detected by biometrics of the occupants. Such biometrics, which are captured by an onboard video camera, wearable biometric sensors, etc., are used to automatically adjust the minimum distance between the SDV and the other vehicle in order to create a riding environment that is comfortable and not fear-inducing.

In an embodiment of the present invention, the emotional state of one or more of the occupants of the SDV is received by an input device (e.g., a touch screen), which allows the occupant(s) to adjust a dial, knob, slider, or similar graphical interface device to set emotional states used to establish a minimum distance between the SDV and the other vehicle. Based on these settings (from the input device or from sensors), the SDV maintains and/or communicates its minimum distance requirements to surrounding vehicles.

In an embodiment of the present invention, processors perform an emotional state assessment of the SDV's occupants by analyzing video and/or biometric sensor outputs, in order to determine the comfort level and/or the discomfort level of the SDV's occupants due to surrounding vehicles. In one embodiment, a further adjustment is made to minimum distance settings based on this assessment.

In an embodiment of the present invention, a driver profile provides an indication of an SDV occupant's abilities and preferences, including the SDV occupant's (base) emotional state.

In an embodiment of the present invention, the spacing between the SDV and the other vehicle is further adjusted according to other occupants (adults, children, pets) of the SDV, which may be assumed to alter the emotional state of the driver of the SDV (i.e., the person who takes control of the SDV when the SDV switches from “autonomous mode” to “manual mode”).

In an embodiment of the present invention, occupant profiles are downloaded from smart phones or wearable devices of the occupants. The occupant profiles may indicate a preferred distance (spatial or temporal) between another vehicle and the front, side, or rear of the SDV. However, in a preferred embodiment, the occupant profile indicates an overall emotional trait of the occupant (i.e., one who is a risk taker, one who has trust in technology, one who is mistrustful of new technology, one who is uncomfortable in confined areas, etc.). This overall emotional trait may be derived from a questionnaire, a history of biometric readings, etc. Based on this overall emotion trait, the system adjusts spacing between an SDV in which the occupant is riding and other vehicles, as described herein.

With reference now to the figures, and in particular toFIG. 1, there is depicted a block diagram of an exemplary system and network that may be utilized by and/or in the implementation of the present invention. Some or all of the exemplary architecture, including both depicted hardware and software, shown for and within computer101may be utilized by software deploying server149shown inFIG. 1, and/or coordinating server201depicted inFIG. 2, and/or self-driving vehicle (SDV) on-board computer301shown inFIG. 3, and/or coordinating server401depicted inFIG. 4.

Exemplary computer101includes a processor103that is coupled to a system bus105. Processor103may utilize one or more processors, each of which has one or more processor cores. A video adapter107, which drives/supports a display109, is also coupled to system bus105. System bus105is coupled via a bus bridge111to an input/output (I/O) bus113. An I/O interface115is coupled to I/O bus113. I/O interface115affords communication with various I/O devices, including a keyboard117, a mouse119, a media tray121(which may include storage devices such as CD-ROM drives, multi-media interfaces, etc.), a transceiver123(capable of transmitting and/or receiving electronic communication signals), and external USB port(s)125. While the format of the ports connected to I/O interface115may be any known to those skilled in the art of computer architecture, in one embodiment some or all of these ports are universal serial bus (USB) ports.

As depicted, computer101is able to communicate with a software deploying server149and/or other devices/systems (e.g., coordinating server201, one or more of the SDVs202a-202c, and/or one or more of SDVs204a-204bshown inFIG. 2) using a network interface129. Network interface129is a hardware network interface, such as a network interface card (NIC), etc. Network127may be an external network such as the Internet, or an internal network such as an Ethernet or a virtual private network (VPN). In one or more embodiments, network127is a wireless network, such as a Wi-Fi network, a cellular network, etc.

A hard drive interface131is also coupled to system bus105. Hard drive interface131interfaces with a hard drive133. In one embodiment, hard drive133populates a system memory135, which is also coupled to system bus105. System memory is defined as a lowest level of volatile memory in computer101. This volatile memory includes additional higher levels of volatile memory (not shown), including, but not limited to, cache memory, registers and buffers. Data that populates system memory135includes computer101's operating system (OS)137and application programs143.

OS137includes a shell139, for providing transparent user access to resources such as application programs143. Generally, shell139is a program that provides an interpreter and an interface between the user and the operating system. More specifically, shell139executes commands that are entered into a command line user interface or from a file. Thus, shell139, also called a command processor, is generally the highest level of the operating system software hierarchy and serves as a command interpreter. The shell provides a system prompt, interprets commands entered by keyboard, mouse, or other user input media, and sends the interpreted command(s) to the appropriate lower levels of the operating system (e.g., a kernel141) for processing. While shell139is a text-based, line-oriented user interface, the present invention will equally well support other user interface modes, such as graphical, voice, gestural, etc.

As depicted, OS137also includes kernel141, which includes lower levels of functionality for OS137, including providing essential services required by other parts of OS137and application programs143, including memory management, process and task management, disk management, and mouse and keyboard management.

Application programs143include a renderer, shown in exemplary manner as a browser145. Browser145includes program modules and instructions enabling a world wide web (WWW) client (i.e., computer101) to send and receive network messages to the Internet using hypertext transfer protocol (HTTP) messaging, thus enabling communication with software deploying server149and other systems.

Application programs143in computer101's system memory (as well as software deploying server149's system memory) also include Logic for Managing Self-Driving Vehicles (LMSDV)147. LMSDV147includes code for implementing the processes described below, including those described inFIGS. 2-5. In one embodiment, computer101is able to download LMSDV147from software deploying server149, including in an on-demand basis, wherein the code in LMSDV147is not downloaded until needed for execution. In one embodiment of the present invention, software deploying server149performs all of the functions associated with the present invention (including execution of LMSDV147), thus freeing computer101from having to use its own internal computing resources to execute LMSDV147.

Also within computer101is a positioning system151, which determines a real-time current location of computer101(particularly when part of a self-driving vehicle as described herein). Positioning system151may be a combination of accelerometers, speedometers, etc., or it may be a global positioning system (GPS) that utilizes space-based satellites to provide triangulated signals used to determine two or three dimensional locations.

Also associated with computer101are sensors153, which detect an environment of the computer101. More specifically, sensors153are able to detect other vehicles, road obstructions, pedestrians, construction sites, etc. For example, if computer101is on board a self-driving vehicle (SDV), then sensors153may be cameras, radar transceivers, microphones, etc. that allow the SDV to detect the environment (e.g., other vehicles, road obstructions, pedestrians, etc.) of that SDV. Similarly, if hardware within computer101is used by coordinating server201shown inFIG. 2, then sensors153may be cameras, radar transceivers, radio frequency identifier (RFID) transceivers, etc. that allow the coordinating server201to identify oncoming and/or passing-by vehicles, including SDVs.

With reference now toFIG. 2, exemplary self-driving vehicles (SDVs)202a-202c(where “c” is an integer) and SDVs204a-204b(where “b” is also an integer) traveling along a roadway200in accordance with one or more embodiments of the present invention is presented. For purposes of illustration, assume that all of the SDVs202a-202care being operated in a self-driving (i.e., autonomous) mode, while SDVs204a-204bmay or may not be operating in autonomous mode. That is, while vehicles204a-204bhave hardware required to enable vehicles204a-204bto operate in self-driving (autonomous) mode, vehicles204a-204bmay be operating in manual mode, in which they are controlled by manual inputs that are provided by a human driver. Furthermore, assume that vehicle206shown inFIG. 2is not equipped with SDV-enabling hardware, such that vehicle206is always operated by a human driver.

Additional detail of one or more embodiments of one or more of the SDVs202a-202cand/or SDVs204a-204bshown inFIG. 2is presented inFIG. 3as SDV302. As shown inFIG. 3, SDV302has an SDV on-board computer301that controls operations of the SDV302. According to directives from a driving mode module307, SDV302can be selectively operated in manual mode or autonomous mode.

While in manual mode, SDV302operates as a traditional motor vehicle, in which a human driver controls the engine, steering mechanism, braking system, horn, signals, etc. found on a motor vehicle. These vehicle mechanisms may be operated in a “drive-by-wire” manner, in which inputs to an SDV control mechanisms controller303by the driver result in output signals that control the SDV vehicular physical control mechanisms305(e.g., the engine throttle, steering mechanisms, braking systems, turn signals, etc.).

While in autonomous mode, SDV302operates without the input of a human driver, such that the engine, steering mechanism, braking system, horn, signals, etc. are still controlled by the SDV control mechanisms controller303, but now are under the control of the SDV on-board computer301. That is, by processing inputs taken from navigation and control sensors309(which may use inputs from a positioning sensor351, analogous to positioning sensor151shown inFIG. 1, to indicate the current position of the SDV302) and the driving mode module307indicating that the SDV302is to be controlled autonomously, then driver inputs are no longer needed.

As just mentioned, the SDV on-board computer301uses outputs from navigation and control sensors309to control the SDV302. Navigation and control sensors309include hardware sensors that (1) determine the location of the SDV302; (2) sense other cars and/or obstacles and/or physical structures around SDV302; (3) measure the speed and direction of the SDV302; and (4) provide any other inputs needed to safely control the movement of the SDV302.

With respect to the feature of (1) determining the location of the SDV302, this can be achieved through the use of a positioning system such as positioning system151shown in FIG.1. Positioning system151may use a global positioning system (GPS), which uses space-based satellites that provide positioning signals that are triangulated by a GPS receiver to determine a 3-D geophysical position of the SDV302. Positioning system151may also use, either alone or in conjunction with a GPS system, physical movement sensors such as accelerometers (which measure rates of changes to a vehicle in any direction), speedometers (which measure the instantaneous speed of a vehicle), air-flow meters (which measure the flow of air around a vehicle), etc. Such physical movement sensors may incorporate the use of semiconductor strain gauges, electromechanical gauges that take readings from drivetrain rotations, barometric sensors, etc.

With respect to the feature of (2) sensing other cars and/or obstacles and/or physical structures around SDV302, the positioning system151may use radar or other electromagnetic energy that is emitted from an electromagnetic radiation transmitter (e.g., transceiver323shown inFIG. 3), bounced off a physical structure (e.g., another car), and then received by an electromagnetic radiation receiver (e.g., transceiver323). By measuring the time it takes to receive back the emitted electromagnetic radiation, and/or evaluating a Doppler shift (i.e., a change in frequency to the electromagnetic radiation that is caused by the relative movement of the SDV302to objects being interrogated by the electromagnetic radiation) in the received electromagnetic radiation from when it was transmitted, the presence and location of other physical objects can be ascertained by the SDV on-board computer301.

With respect to the feature of (3) measuring the speed and direction of the SDV302, this can be accomplished by taking readings from an on-board speedometer (not depicted) on the SDV302and/or detecting movements to the steering mechanism (also not depicted) on the SDV302and/or the positioning system151discussed above.

With respect to the feature of (4) providing any other inputs needed to safely control the movement of the SDV302, such inputs include, but are not limited to, control signals to activate a horn, turning indicators, flashing emergency lights, etc. on the SDV302.

As shown in lane208, SDV202ais traveling very close to SDV204a(e.g., within a predetermined distance that has been deemed safe for two SDV's moving at a certain speed under certain road conditions according to the parameters of the SDVs). That is, for current road conditions on lane208(e.g., traffic volume, weather, potholes, etc. on lane208), as well as the state of SDV202aand SDV204a(e.g., the condition of their tires, their brakes, their autonomous control system's, etc.), the distance between SDV202aand/or SDV204amay be safe.

In one embodiment of the present invention, the safe distance between two SDVs is based on the abilities of the SDV. For example, SDV202aand/or SDV204ashown inFIG. 2may have certain types of tires (e.g., rain tires), velocity ability (e.g., ability to travel in excess of 70 miles per hour), and braking abilities (e.g., four wheel disk brakes) that allow them to safely travel at 70 miles per hour within 10 feet of one another. However, if SDV202aand/or SDV204ado not meet these standards, then the minimum distance between them will be adjusted accordingly (e.g., to travel within 200 feet of one another at 70 miles per hour).

In one embodiment of the present invention, determining the type and/or condition of tires on SDVs is performed by image analysis. For example, assume that the sensors353shown inFIG. 3on SDV302are on-board cameras aimed at the tires on SDV302. The nature of the tread, inflation, etc. of the tires is determined by image analysis of images of the tires captured by these cameras, thereby determining one of the factors that determine the condition of the SDV302.

In one embodiment of the present invention, adjusting the spatial separation between an SDV and another vehicle is based on other dangerous conditions of the SDV and/or the other vehicle. For example, assume that SDV202ais following SDV204aclosely, as shown in lane208inFIG. 2, or that SDV202cis following non-SDV vehicle206in lane212. Assume further that there is a visible danger that is posed to SDV202aby SDV204a(or to SDV202cby vehicle206). This visible danger may be visually observed by occupants of SDV202a/202cand/or by sensors (e.g., sensors353shown inFIG. 3) on the SDV202a/202c.

For example, assume that SDV204ahas a loose load (e.g., a mattress) tied to its top, which is showing indications of flying off at any moment (e.g., the straps holding the mattress are loose, etc.). Similarly, SDV204amay have a wobbling tire that appears to be degrading the stability of SDV204a, or SDV204amay be swerving back and forth within lane208. Similarly, SDV204amay be a tow truck that is towing another vehicle (not shown), which is showing signs of potentially becoming unattached to the tow truck (SDV204a).

As a result of such visible dangers, two results may occur.

First, occupants within SDV202amay become emotionally concerned (anxious, fearful, etc.) just by the sight of the visible danger. As such, sensors353on the SDV on-board computer301will detect the visible danger, and will adjust the spatial separation (e.g., by backing away or moving to another lane) from the SDV204a, simply to alleviate and/or avoid the expected increase in discomfort that would be experienced by the occupants of SDV202a.

Second, occupants within SDV202amay be physically injured if the visible danger comes to fruition (e.g., the mattress flies off the top of SDV204a). Again, sensors353on the SDV on-board computer301will detect the visible danger, and will adjust the spatial separation (e.g., by backing away or moving to another lane) from the SDV204a, in order to protect the physical safety of the occupants of SDV202a.

In one embodiment of the present invention, a risk analysis is performed on the visible danger. That is, a record of accidents that have occurred due to the same type of danger as the type being observed is retrieved. For example, this record of accidents is for all accidents in which a loose mattress flies off the top of a vehicle. If the record of such accidents indicates that more than a predefined percentage (e.g., 95%) of such accidents occurred when the trailing vehicle (e.g., SDV202a) was within 200 feet of the lead vehicle (e.g., SDV204awith the loose mattress on top), then the SDV on-board computer301on SDV202awill cause SDV202ato automatically drop back more than 200 feet behind SDV204aand/or to automatically move to another lane.

In one or more embodiments of the present invention, the amount of discomfort or physical threat that occupants of the SDV may experience is speed dependent. For example, if SDV202aand SDV204aare both traveling at 20 miles per hour, then a spatial separation of only 50 feet between SDV202aand SDV204amay be comfortable/safe for the occupants of the SDV202aand/or the SDV204a. However, if SDV202aand SDV204aare both traveling at 70 miles per hour, then a spatial separation of only 50 feet may be uncomfortable and/or unsafe for the occupants of SDV202aand/or SDV204a. Thus, the SDV on-board computer301within the SDV202aand/or SDV204awill automatically adjust the spatial separation between SDV202aand SDV204a(e.g., expand the spatial separation to 300 feet) based on SDV202aand SDV204atraveling at 70 miles per hour.

In accordance with one or more embodiments and as described herein, the amount of discomfort of occupants of an SDV (which leads to an adjustment of spatial separation between the SDV and another vehicle) may be for occupants of a trailing vehicle (e.g., SDV202ashown inFIG. 2) or a leading vehicle (e.g., SDV204ashown inFIG. 2). Thus, based on the discomfort of occupants/passengers of either SDV, the presently-described invention will adjust the spatial separation between the two vehicles.

In one embodiment of the present invention, the adjustment to the spatial separation is created by the SDV on-board computer301in the SDV holding the uncomfortable occupants. That is, if the occupants of SDV202aare uncomfortable with the amount of spatial separation between SDV202aand SDV204a, then the SDV on-board computer301in SDV202awill adjust this spatial separation. Similarly, if the occupants of SDV204aare uncomfortable with the amount of spatial separation between SDV202aand SDV204a, then the SDV on-board computer301in SDV204awill adjust this spatial separation. However, in another embodiment, one vehicle will issues instructions to another SDV to adjust the spatial separation.

For example, assume that SDV204acannot speed up, due to a posted speed limit, heavy traffic, upcoming traffic congestion, upcoming construction zones, etc. As such, SDV204awill issue a request (or an instruction) to SDV202ato slow down, thereby increasing the spatial separation between SDV202aand SDV204a.

Similarly, the occupants of non-SDV vehicle206may be uncomfortable with the limited spatial separation between SDV202cand vehicle206, and yet are unable to speed up for reasons just mentioned (e.g., heavy traffic, upcoming traffic congestion, upcoming construction zones, etc.). Although vehicle206is not equipped with an SDV on-board computer301, it may still be equipped with a special transmitter, which sends requests/instructions to proximate SDVs (e.g., SDV202c) to adjust their spatial separation from vehicle206.

In one embodiment of the present invention, the trailing vehicle (e.g., SDV202ashown inFIG. 2) may be carrying fragile cargo. This fragile cargo may be inanimate (e.g., fragile glass) or live (e.g., a pet, a child, etc.). The operator of SDV202amay be concerned that any sudden stopping or braking of SDV202amay cause the fragile cargo to fall over or otherwise move within the cabin of the SDV202ain an unsafe manner. As such, the operator of the SDV202amay direct the SDV on-board computer301within the SDV202ato slow the SDV202adown, thus providing additional spatial separation between SDV202aand SDV204a(or any other SDV and/or non-SDV vehicle).

Continuing with the discussion ofFIG. 2, the depicted “tailgating” in lane208may be perfectly comfortable for some types of occupants of SDV202aand/or SDV204a(e.g., occupants who have a high trust in technology, or are simply used to traveling in close proximity to other vehicles), but may cause discomfort to other type of occupants of SDV202aand/or SDV204. As such, the spacing around the SDV202ais adjusted accordingly.

For example, assume that occupants of SDV202aare comfortable tailgating another SDV204a. If so, then the minimal spacing shown in lane208between SDV202aand SDV204ais acceptable to the occupants of SDV202aand/or SDV204a.

However, assume now that the occupants of SDV202bare not comfortable tailgating another SDV204b. In this case, the SDV on-board computer301shown inFIG. 3will cause SDV202bto slow down, thus providing the additional spacing between SDV202band SDV204b, as shown in lane210.

In one embodiment of the present invention, a descriptor of whether SDV204bis operating in autonomous mode or manual mode is sent to the SDV on-board computer301within SDV202b. If SDV204bis currently operating in manual mode, or if SDV202cis following a non-SDV vehicle206, then the occupants of SDV202band/or SDV202cmay be less comfortable respectively following SDV204band/or vehicle206. As such, additional spacing is afforded between SDV202cand vehicle206, as shown in lane212.

In an embodiment of the present invention, an SDV display311(seeFIG. 3) within the cabin of the SDV302alerts the occupant of SDV202b/202cthat he/she is following a non-SDV vehicle (204b1206). This alert thus causes the occupant of SDV202b/202cto feel differently about tailgating the other (204b/206) than if the other vehicle were operating in autonomous SDV mode.

If sensors within SDV202aindicate the presence of small children, pets, other occupants (e.g., using sensors353shown inFIG. 3that pick up sounds, pressure on seats, etc.) within the cabin of vehicle202a, which are likely distractions to the driver of the vehicle202a, then the coordinating server201and/or the SDV on-board computer301within SDV202amay determine that one or more occupants of SDV202aare likely distracting one another, such that the occupants do not notice other vehicles on lane208, and thus let SDV202acontinue to tailgate SDV204a. Alternatively, coordinating server201and/or the SDV on-board computer301within SDV202amay interpret the presence of other occupants as being anxiety producing (e.g., as indicated by angry voices, nervous looks, etc.), and thus will automatically cause the SDV202ato increase the distance between SDV202aand SDV204a, thereby removing one further source of stress to the occupant(s) of SDV202a.

Note that this distance between SDV202aand SDV204amay be controlled by either SDV202aor SDV204a. That is, SDV202amay slow down, thus providing more space between SDV202aand SDV204a, and meeting the emotional requirements of the occupants of SDV202a. Alternatively, SDV204amay speed up (i.e., up to a safe and/or legal speed limit), thus providing more space between SDV202aand SDV204aand meeting the emotional requirements of the occupants of SDV204a. In either embodiment (SDV202aslowing down or SDV204aspeeding up), once the desired spatial separation is achieved, the speed of the SDV202aor the SDV204ais then readjusted, such that the desired spatial separation between the SDV202aand the SDV204ais maintained.

In one embodiment of the present invention, lane208shown inFIG. 2is limited to SDVs202a/204athat are in full autonomous control mode. As such, the spacing of SDVs202a/204ato one another is able to be very close since they are (1) able to communicate their operational parameters to one another and/or (2) have much faster response times than human drivers. This allows lane208to handle much more overall traffic than lane210or lane212, since the SDVs202a/204aare more tightly spaced (compacted), thereby improving the overall laminar flow-rate of vehicles on lane208. Thus, in one embodiment of the present invention, assume that lane208is restricted to SDVs that are closely spaced as shown for SDV202aand SDV204a. As such, only SDVs that are spaced without regard to emotional concerns of the occupants (as described herein) are allowed on lane208, such that these SDVs travel in a smoother and faster laminar flow. However, if such tight spacing is too uncomfortable for occupants of the SDVs, then these SDVs are required to travel in lane210or lane212, where travel is less efficient due to the greater spacing between vehicles.

While the spacing between SDVs shown inFIG. 2has been described thus far as being related to the amount of distance between two vehicles in a single lane (i.e., the spacing in front of and/or behind an SDV), in an embodiment such spacing is lateral (i.e., the spacing between two vehicles traveling on adjacent lanes). For example, the occupants of SDV202amay be uncomfortable traveling next to SDV202b, as shown inFIG. 2. As such, SDV202amay speed up and/or slow down until it is no longer next to SDV202b.

With reference now toFIG. 4, communication linkages between the coordinating server401(analogous to coordinating server201shown inFIG. 2) and/or the SDV402(analogous to one or more of the SDVs202a-202cshown inFIG. 2) and/or a vehicle404(analogous to one or more of the vehicles204a-204bshown inFIG. 2) are presented. That is, in one or more embodiments of the present invention, coordinating server401is able to communicate with SDV402and/or vehicle404, and SDV402is able to directly communicate with vehicle404, thus allowing SDV402to directly control the movement of vehicle404(and vice versa) when required.

With reference now toFIG. 5, a high-level flow chart of one or more steps performed by one or more processors and/or other hardware to automatically provide spatial separation between a self-driving vehicle (SDV) operating in an autonomous mode and another vehicle on a roadway based on an emotional state of at least one occupant of the SDV is presented.

After initiator block502, one or more processors receive an emotional state descriptor for at least one occupant of a self-driving vehicle (SDV), as described in block504.

In one embodiment of the present invention, the emotional state descriptor for the occupant(s) is received from an input device, which receives the emotional state descriptor from the occupant(s). For example, the SDV display311within the SDV302shown inFIG. 3may present slider bars, input fields, touch-screen icons, etc. that represent various emotions and their levels in a graphical user interface (GUI), such as GUI602depicted inFIG. 6.

GUI602, which is presented on a display611(analogous to SDV display311shown inFIG. 3) within a cabin of an SDV (e.g., SDV302shown inFIG. 3), allows an occupant of the SDV to input his/her current emotional state.

For example, the occupant of the SDV may slide a slider box606along an anxiety bar604, such that sliding the slider box606farther to the right indicates a higher level of anxiety being subjectively experienced by the occupant of the SDV in real time.

Similarly, the occupant of the SDV may click one of the icons shown in feelings box608to indicate that he/she is currently feeling happy, angry, nervous, sleepy (as represented by the depicted icons), etc.

Other inputs that can be generated by the occupant include typing text descriptors of his/her subjective emotional state (e.g., happy, angry, nervous, sleepy, etc.) onto the GUI602in a data entry box (not shown).

In another embodiment of the present invention, the emotional state descriptor for said occupant of the SDV is not subjectively determined by the occupant (and then entered onto GUI602shown inFIG. 6), but rather is determined by a biometric sensor. In one embodiment, this biometric sensor is one of the sensors353coupled to the SDV on-board computer301shown inFIG. 3. In another embodiment, the biometric sensor is a component of a smart phone or other device carried by an occupant of the SDV. In either embodiment, the biometric sensor is able to detect and output readings indicative of blood pressure, respiratory rate, pupil dilation, skin flushing, galvanic skin resistance from sweating, electrocardiogram reading, etc. Thus, it is the biometric sensor, and not just the subjective feelings of the occupant, that detects the emotional state of the occupant.

Returning now toFIG. 5, a vehicle detector on the SDV detects another vehicle within a predefined proximity of the SDV, as described in block506. This vehicle detector (e.g., one or more of the sensors353shown inFIG. 3) may be a camera, a radar detector, an infrared interrogator, a radio frequency (RF) transceiver that interrogates SDV on-board computers on other SDVs, etc.

As described in block508, one or more processors then issue spatial separation instructions to a control mechanisms controller (e.g., SDV control mechanisms controller303shown inFIG. 3) on the SDV to adjust a spacing (spatial separation) between the SDV and the other vehicle based on the emotional state descriptor for said at least one occupant of the SDV. For example, if the emotional state of the occupant(s) is anxiety beyond a certain predefined level, then the spatial separation is adjusted until the anxiety level of the occupant(s) drops below that predefined level. The level of anxiety is determined by inputs from the occupant(s) (seeFIG. 6) and/or by interpreting outputs from biometric sensors (e.g., biometric sensors that measure physiological responses within the occupants' bodies, photo image interpretation that identifies certain known facial expressions that express certain levels of fear, calm, anxiety, etc.).

In one embodiment of the present invention, the emotional state of the occupant(s) of the SDV are re-evaluated after the spatial separation between the SDV and the other vehicle is adjusted (e.g., lengthened). If the emotional states are still beyond the predefined level, then additional spacing is added until the occupants are comfortable (according to their subjective inputs and/or according to readings taken from biometric sensors).

The flow chart depicted inFIG. 5ends at terminator block510.

In one embodiment of the present invention, a vehicle interrogator (e.g., SDV on-board computer301shown inFIG. 3being within SDV202cshown inFIG. 2) detects that the other vehicle (e.g., vehicle206inFIG. 2) is a non-autonomous vehicle that is being operated by a human driver. The control mechanisms controller (e.g., SDV control mechanisms controller303shown inFIG. 3) within the SDV (e.g., SDV202c) then further adjusts the spatial separation between the SDV202cand the other vehicle206based on detecting that the human driver is operating the other vehicle. That is, the SDV on-board computer301within SDV202cmay display (e.g., on SDV display311shown inFIG. 3) a message indicating that vehicle206inFIG. 2is being driven by a human. As such, rather than cause further consternation to the occupant(s) of SDV202c(who now know that the operation of vehicle206is less likely to be predictable than if vehicle206was an SDV operating in autonomous mode), the system directs the SDV control mechanisms controller303to adjust operation of the set of SDV vehicular physical control mechanisms305to slow SDV202c, thus providing more spatial separation between SDV202cand vehicle206.

In one embodiment of the present invention, the vehicle detector on the SDV detects a size of the other vehicle. Based on this detection, the control mechanisms controller further adjusts the spatial separation between the SDV and the other vehicle based on a field of view for the occupants in the SDV that is blocked by the size of the other vehicle. For example, assume that SDV202ais tailgating SDV204aas shown inFIG. 2. If SDV202aand SDV204aare both small automobiles, then the field of view of occupants of either SDV202aor SDV204ais not obstructed.

However, assume now that SDV204ais a large truck and SDV202ais a small sports car. In this scenario, the occupants of SDV202aare likely to be unable to see anything in front of SDV204a, as well as objects to the side of SDV204a. This lack of vision (i.e., blocking the field of view) of the occupants of the SDV202ais likely to increase their discomfort, due to a feeling of being closed in, as well as a legitimate concern about not being able to see unexpected items in front of or to the side of SDV204a. Thus, the SDV control mechanisms controller303within SDV202aresponds by slowing SDV202adown, thus opening up the field of view of the occupants of SDV202a.

In an embodiment of the present invention, a weighted voting system is used to weight various variables used in making the decisions regarding how much spacing is afforded around an SDV. Such inputs may include a level of anxiety or other emotional discomfort being felt by various occupants of an SDV, which provides a weighting for such factors. For example, if all occupants of an SDV feel moderately uncomfortable due to the spacing between the SDV in which they are riding and other vehicles, then a certain weighted sum will be determined, which may be enough to cause the SDV to slow down in order to provide a greater spatial separation from the other vehicle. Alternatively, if all but one of the occupants are feeling comfortable with the spatial separation between the SDV in which they are riding and another vehicle, but the remaining occupant is feeling highly anxious because of this spatial separation, then the feelings of the last person may be weighted greatly enough (based on the level of his/her discomfort, as derived by processes described above) to cause a weighted sum to be significant to cause the SDV to slow down in order to provide a greater spatial separation from the other vehicle. The emotion level inputs are (I1, I2, . . . , IN), where “N” denotes the total number of inputs. An input's weight (w) is how significant the input level is (i.e., how significant (weighted) the input is). A quota (q) is the minimum number of votes (e.g., weighted inputs from the occupants) required to “pass a motion”, which in this case refers to a decision made to adjust the spatial separation between the SDV in which the occupants are riding and another vehicle.

Thus, in one embodiment of the present invention, multiple occupants are within the SDV, and one or more processors receive a weighted emotional state descriptor for each of the multiple occupants within the SDV. The processor(s) determine a weighted average emotional state descriptor for the multiple occupants within the SDV. The control mechanisms controller then further adjusts the spatial separation between the SDV and the other vehicle based on the weighted average emotional state descriptor for the multiple occupants within the SDV.

In one embodiment of the present invention, traffic sensors (e.g., traffic sensors253shown inFIG. 2) receive a traffic level descriptor of a traffic level on the roadway (e.g., roadway200shown inFIG. 2). The control mechanisms controller then further adjusts the spatial separation instructions used to adjust the spatial separation between the SDV and the other vehicle(s) based on the traffic level on the roadway. For example, if traffic is heavy on the roadway200shown inFIG. 2, then the SDV control mechanisms controller303(shown inFIG. 3) within the SDV302may increase the amount of spatial separation around the SDV302, since the heavy traffic is likely to make the occupants of the SDV302more nervous than if there was only light traffic on the roadway200.

In one or more embodiments of the present invention, adjusting the spatial separation between the SDV and another vehicle is partially dependent on the types of vehicles involved. For example, assume that vehicle202ashown inFIG. 2has characteristics (e.g., make, model, size, etc.) found in other members of a cohort of vehicles. Assume that this characteristic/trait affects the vehicles' ability to respond to emergency situations (such as obstacles in the road) when operating in autonomous mode. Assume further that historical data shows that these cohort members (e.g., particular makes and models of SDVs) have a history of fewer accidents when a certain minimum spatial separation from other vehicles is maintained at all times. As such, the system (e.g., SDV on-board computer301shown inFIG. 3) will automatically maintain this minimum spatial separation between the SDV and other vehicles.

In one or more embodiments, the present invention is implemented in a cloud environment. It is understood in advance that although this disclosure includes a detailed description on cloud computing, implementation of the teachings recited herein are not limited to a cloud computing environment. Rather, embodiments of the present invention are capable of being implemented in conjunction with any other type of computing environment now known or later developed.

Characteristics are as follows:

Service Models are as follows:

Deployment Models are as follows:

Workloads layer90provides examples of functionality for which the cloud computing environment may be utilized. Examples of workloads and functions which may be provided from this layer include: mapping and navigation91; software development and lifecycle management92; virtual classroom education delivery93; data analytics processing94; transaction processing95; and self-driving vehicle control processing96(for controlling spatial distances between vehicles as described herein).