Patent Publication Number: US-2020286373-A1

Title: In-vehicle active traffic management information system (ivatmis)

Description:
CROSS REFERENCE OF RELATED APPLICATIONS 
     This patent application is a nonprovisional patent application of and claims priority from the provisional patent application Ser. No. 62/814,156 filed on Mar. 5, 2019, which is hereby incorporated by reference in its entirety. The Applicant hereby incorporates by reference the following patents and published patent application in their entirety, as well as all applications from which they claim priority or are incorporated therein by reference: U.S. Pat. Nos. 9,053,636, 9,286,800, 9,911,329, 9,799,218, and 9,965,953 and the application Ser. No. 15/412,494 (U.S. Publication No. 20170322046). The disclosures, drawings, abstracts, and claims of these patents and patent application, all of which are attributed to the Applicant, will be helpful in understanding the present invention. 
    
    
     FIELD OF THE INVENTION 
     This invention was not made pursuant to any federally-sponsored research and/or development. 
     The present invention develops methods and systems for an In-Vehicle Active Traffic Management Information System (IVATMIS). IVATMIS includes the methods, functions and support equipment to provide suitable message streams to drivers of manually-driven vehicles and to self-driving vehicles that represents the indications on traffic Active Traffic Management device (ATM) deployments on freeways and on bridges (with the exception of dynamic message signs or DMS). The messages include and/or use information obtained from a traffic management center or from a source whose information originates from a traffic management center for ATM traffic management devices other than DMS. 
     The messages also include and/or use information obtained from a traffic management center or from a source whose information originates from a traffic management center that provides descriptions of traffic events and traffic conditions or that enables the driver or self-driving vehicle to infer descriptions of traffic events and traffic conditions, including Lane Control Signals (LCS), Variable Speed Limit Signs (VSLS), dynamic lane markings (DLM) and dynamic toll rate information (DTRI). This information may include any of the required or suggested lane use, speed limits and traffic event descriptions. IVATMIS may also provide messages of this type without the need for the physical presence of a DMS sign anywhere on the roadway. 
     BACKGROUND 
     Motorist information devices on the roadway include dynamic message signs on limited access highways (DMS) and arterial dynamic message signs (ADMS) on surface street arterials. Connected vehicle technology makes it feasible to present this information to the motorist in the vehicle and to provide additional benefits to the motorist in so doing. Approaches for doing this are described in U.S. Pat. No. 9,911,329 (Gordon) 1 .  1  Gordon, R., U.S. Pat. No. 9,911,329, Enhanced Traffic Sign Information System; Gordon, R., U.S. Pat. No. 9,965,953, Enhanced Traffic Information Messaging System. 
     In recent years Lane Control Signals (LCS), Variable Speed Limit Signs (VSLS), dynamic lane markings (DLM) and dynamic toll rate information (DTRI) have been used (along with DMS) in active traffic management (ATM) deployments 2 . ATM deployments feature combinations of these devices operating in real time to improve safety and congestion at roadway locations separated by relatively frequent intervals (e.g. 0.25 to 0.6 miles).  2  Kuhn, B., Balke, K. and Wood, N., “Active Traffic Management (ATM) Implementation and Operations Guide”, Federal Highway Administration Report FHWA-HOP-17-056, December 2017. 
     This patent application provides a process for delivering information contained on LCS, VSLS, DTM and DTRI into the vehicle. The provision of information to the motorist in manually driven vehicles by audio means avoids the physical problems present with viewing roadway devices (driver visual distraction, occlusion from other vehicles, device malfunction, and/or weather-related visibility problems). The provision of this information to self-driving vehicles avoids errors associated with the vehicle&#39;s reading or interpreting roadway management device displays as well as occlusion from other vehicles, device malfunction and weather-related visibility problems, thereby improving safety. 
     SUMMARY OF THE INVENTION 
     This patent application describes a process for providing information for other roadway motorist information devices other than DMS to drivers of manually driven vehicles on limited access highways and on bridges for which the driver controls lane choice and speed as well as to self-driving vehicles (both fully- and partially-automated vehicles). Such devices include lane control signals (LCS), variable speed limit signs (VSLS), dynamic lane markings (DLM) to manage lane use changes and lane reversals, and dynamic toll rate information (DTRI). Information on messages on DMS that may be at these locations are provided to the vehicle by other means such as those described in the Gordon patent. 
     In the aforementioned Gordon patents, the DMS information is provided to the driver when the vehicle is appropriately positioned and has the correct heading so as to properly use the information. This approach is employed in the current patent application for the other ATM devices. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The features, aspects and advantages of the novel In-Vehicle Active Traffic Management Information System will become further understood with reference to the following description and accompanying drawings where 
         FIG. 1  shows the relationship of the invention&#39;s processes to the inputs from other functions contributing to the process and the relationship of the outputs to the appropriate vehicle components; 
         FIG. 2  shows the relationship of the traffic management devices and their management sections to the roadway; and 
         FIG. 3  shows an example of the relationship of the messages on the ATM field devices to the messages provided by IVATMIS in manually driven vehicles and to self-driving vehicles. 
     
    
    
     DESCRIPTION 
       FIG. 1  shows the general relationship of the processes included in the IVATMIS process. 
     IVTAMIS Message Generation  102 . This process may be performed by a stand-alone server or by a server shared with other functions. The server may be at a traffic management center (TMC) or elsewhere. It accesses information that originates at the TMC or other source  101  to manage the ATM ITS devices such as LOS, VSLS and DMS in the roadway. The state of the displays (e.g. lane change indication) at a device location for limited access highways and bridges is sent from the TMC or other source  101  to the IVATMIS Message Generation server. 
     The state of the ATM devices is provided by the TMC or other source  101  to the server hosting the IVATIMS process  102 . A management section is associated with each device location. The IVATIMS Server  102  provides a message stream providing messages in an uncoded text format and coded messages corresponding to the device state for each of the management devices, except for DMS in each management section on the roadway. 
     The following describes a process for developing the messages for each of the non-DMS devices. In-vehicle messaging for DMS (if required) is provided by other means, such as the Gordon patents. In ATM installations, a sequence of management devices at successive locations presents information to a motorist in a planned sequence.  FIG. 2  shows an example of the relationship of the management sections for a small ATM installation. Devices such as LCS, VSLS and DMS are located at the management section downstream boundary for the first management section  201  and at the boundaries for the other sections as shown. LCS and VSLS display lane use and speed limits for the corresponding management section. Thus DL 1  devices  202  will display instructions to be implemented by motorists in Management Section  1   201  prior to the vehicle&#39;s entering Management Section  2   203 . 
     Data on the status of each ITS device at a device location is sent from the Information Source for Motorist Management Devices  101  to the server hosting the IVATMIS Message Generation  102  process. The IVATMIS Server  102  develops the following:
         Text for a set of messages describing the motorist action to be taken to comply with the information on the management devices as well as other pertinent information. For example, the LCS and VSLS field equipment usually displays the result from the TMC operator&#39;s selecting these indications from a previously prepared set that identifies the indications from for all events and for all device locations. In one implementation the IVATMIS Message Generation process  102  replicates this information and uses it to describe the lane change messages and speed limits along with the event resulting in these actions. Optionally the message on a DMS at this location may also be provided to the manually driven vehicle by the use of another process such as that described by Gordon.   A coded representation of the actions (e.g. lane change and/or speed limit) that an automated vehicle must implement to comply with the states of the field devices.       

     An example of the implementation of this process is shown in  FIG. 3 . This figure depicts the scenario for an accident that blocks the right and center lane in Management Section  4   301 . The field device displays are shown to the left of the solid line  302 , however no DMS information is used by IVATMIS in this example. In this example the IVATMIS Message Generation process  102  examines the LCS and VSLS displays as provided by the Information Source for Motorist Management Devices  101  and by comparing it to pre-stored data for all scenario alternatives selects the appropriate text format messages  303  and coded messages  304  from that data set. 
     An alternative to using text to transmit the messages is to use a formatted message to represent information on the device. Use of such a format facilitates message transmission to and interpretation by self-driving vehicles. A standard format such as that provided by the SAE Standard J2735 3  data dictionary may be useful. DSRC stands for “Dedicated Short Range Communications”. For manually driven vehicles, either a text message or formatted message may be used.  3  Overview of DSRC Messages and Performance Requirements, Perry, F., May 3, 2017. 
     When the TMC operator responds to an event (e.g. incident, weather, construction, traffic conditions) and its location by controlling the ATM displays, this information is transmitted to the IVATIMS Message Generation Server  102 . The IVATMIS Message Server  102  performs a number of operations. The following describes a possible process for message development and editing. 
     a. Development of Messages for Device Locations 
     For each event the prestored message components corresponding to that event, management section and the set of corresponding management device displays will be selected. A possible option omits the selection of messages that indicate normal conditions. An estimate of the time required to vocalize the message for each device location (e.g. DL  2   205  in  FIG. 2 ) will be provided. This information becomes part of the message stream  105 . The appropriate subset of prestored text or formatted messages that correspond to the event type and location are added to the message stream (the message stream is the set of messages corresponding to all device locations). 
     b. Establishment of Message Priorities 
     Message priorities are established for the purpose of restricting the length of the messages to be provided to the motorist in the Application for the Driver Display Device  104  to avoid motorist distraction in the event that a long message set is developed. Priority information is also used to limit the time available for a vocalized message so that it may fit within the time that the vehicle has remaining in the management section. Priority information is included in the message stream  105 . The expected time duration of DMS messages, if employed, is also included (the audible DMS messages themselves are developed by another process (e.g. Gordon). A count of the characters in a message may be used to estimate the length and duration of the message component. A possible set of priorities in the order of importance for the components of a message for a device location is:
         1 VSLS and LCS displays when an event provides abnormal conditions.   2 DMS messages when an event provides abnormal conditions.   3 Normal indications for devices associated with a management section (e.g.  204 ) following a management section containing an event.   4 Normal indication (optionally this condition may not be displayed).       

     Communication to Vehicle  103 . IVATMIS requires one-way communication to the vehicle. The simplest and most ubiquitous implementation of this requirement for manually driven vehicles uses smartphones. The smartphone also provides vehicle position, speed and heading  107 , all of which are required by the Application for the Driver Display Device Process  104 . The Application for Self-Driving Vehicle  108  obtains this information from the vehicle  110 . The smartphone, when used appropriately also provides one embodiment of the Driver Display Device  106 . 
     Proprietary cellular based systems 4  may provide the most convenient communications scheme for self-driving vehicles. These systems may also be used for manually driven vehicles.  4  The Ford Sync system is an example of a proprietary cellular based system. 
     Other alternative communication systems may be used. These include:
         Satellite communications. Manually driven vehicles employing this technology must additionally provide position, speed and heading data.   Direct short-range communications (DSRC) using roadside units (RSUs) and on-board units (OBUs). 5  The OBU provides position, speed and heading.  5  Irwin, S., Connected Car, Nokia, May 27, 2015.       

     Application for Driver Display Device  104 . This process is employed for manually driven vehicles. It receives the message stream from the Communication to Vehicle Process  103  and provides suitable messages to the Driver Display Device  106 . Specifics of this subprocess vary with the specific Driver Display Device  106  employed and with the format employed for the message stream to the vehicle  111 . As an example, the following steps relate to the use of audio presentation of the message on a smartphone (or a suitable connection to it) as the Driver Display Device  106  and text as the message stream format.
         a. Using position, speed and heading from a suitable source  107  such as a smartphone, determine whether the vehicle is in a management section  201 . If this is the first management section entered in an ATM group, enable the rest of this procedure.   b. Select the messages for the current management section from the message stream to the vehicle  111 . Each message represents a management device state at the traffic management device location for this section.   c. Place the messages in priority order.   d. From vehicle position and speed, estimate the time remaining for the vehicle to remain in this management section. Include the time required to provide DMS messages in this estimate.   e. Using the priority structure for audibly presented messages, eliminate portions of the message (including DMS messages) that may be provided by other means) that do not fit within the time limit set to avoid motorist distraction.   f. Provide messages to Driver Display Device  106 . The text to speech capability in the smartphone provides the conversion for this example.       

     Application for Self-Driving Vehicle  108 . This process is employed for self-driving vehicles. It receives the message stream from the Communication to Vehicle Process  103  and provides suitable messages to the self-driving vehicle control system  109 . 
     Five levels of driving automation have been defined by the Society of Automotive Engineers. 6  Level 3 (conditional automation) is the lowest level where the vehicle and not the driver monitors the driving environment. This process therefore applies to levels 3, 4 and 5 (the Application for Driver Display Device Process  104  applies to levels 1 and 2).  6  SAE Levels of Driving Automation—Center for Internet and Society, Stanford Law School. 
     This application may be implemented by a stand-alone data processor unit or may be incorporated into the vehicle&#39;s data processor. The description below assumes a separate processor.
         a. Using position, speed and heading provided by the vehicle  110 , determine whether the vehicle is in a management section  201 . If this is the first management section entered in an ATM group, enable the rest of this procedure.   b. Select the messages for the current management section from the message stream to the vehicle  111 . Each message component represents a management device state at the traffic management device location for this section.   c. Provide the selected messages to the self-driving vehicle control system  109  as illustrated in the last column of  FIG. 3   304 .       

     ADDITIONAL CONCEPTS 
     Concept 1: A method for generating a traffic information message stream suitable for use by drivers of manually-driven vehicles and by self-driving vehicles that represents the indications on traffic Active Traffic Management device (ATM) deployments on freeways and on bridges (with the exception of dynamic message signs) comprising:
         a. The use of information obtained from a traffic management center or from a source whose information originates from a traffic management center for ATM traffic management devices other than DMS.   b. The use of information obtained from a traffic management center or from a source whose information originates from a traffic management center that provides descriptions of traffic events and traffic conditions or that enables the driver or self-driving vehicle to infer descriptions of traffic events and traffic conditions.   c. Information that may include any of required or suggested lane use, speed limits and traffic event descriptions.       

     Concept 1-1: Use of a communication system to communicate the message stream to manually-driven vehicles and to self-driving vehicles. 
     Concept 2: A method for the use of management sections defined by the ATM field equipment placements to organize the messages in the message stream so that they may be provided to manually-driven vehicle drivers and to self-driving vehicles when the vehicles are in the appropriate location to take the required action. 
     Concept 3: A method for the provision of priorities for messages with the intent of limiting the length of the total message to be provided to manually-driven vehicle drivers in a management section to avoid driver distraction, and to fit within the time frame that the vehicle will remain in the current management zone. 
     Concept 3-1: The method of Concept 3 wherein an estimate of the time durations of the message components to be presented to the drivers of manually-driven vehicles is provided in the message stream. 
     Concept 4: A method for implementing an application for a smartphone or other device in a manually driven vehicle that selects messages from the traffic information message stream for the appropriate management section and vehicle direction and, when the vehicle is appropriately located and has the correct direction, presents the selected message to an appropriate display device. 
     Concept 4-1: The method of Concept 4 wherein the application limits the message according to a priority structure to a length that avoids motorist distraction, and fits within the time framed for the vehicle to remain in the current management zone. 
     Concept 5: A method for providing lane change information and speed limit information to self-driving vehicles to enable them to conform to the requirements of the displays on the ATM devices.