Risk-based assessment of passenger transfer

Abstract

A system and method for assessing the risks involved in passenger transfers to or from a vehicle at specific transfer locations. This assessment can utilize environmental and dynamic data to estimate the passenger's risk level. If the estimated risk level is not lower than a threshold, a modified transfer location can be identified and evaluated.

Description

Technical Field

[0001] This disclosure relates to commercial passenger vehicles and the transfer of passengers into and out of commercial passenger vehicles. Background Technology

[0002] Commercial passenger vehicles transport passengers between their origin and destination. Passengers must transfer into a commercial passenger vehicle at the start of their journey and transfer out at the end of their journey. Transfers into and out of commercial passenger vehicles may occur in uncontrolled environments and may involve potentially dangerous or inconvenient situations. Summary of the Invention

[0003] One aspect of this disclosure relates to a transfer risk assessment system associated with a vehicle and operable to assess the risks associated with transferring passengers into or out of the vehicle at a specific location. Sensors may include a processor, a plurality of sensors in data communication with the processor, and a memory including instructions executable by the processor. The sensors may include position sensors operable to indicate the position of the vehicle relative to its surrounding environment. The sensors may be further operable to acquire environmental data describing static conditions of the environment and dynamic data describing changing conditions of the environment. The sensors may be further operable to acquire dynamic data describing the conditions of moving objects (body) within the environment. The memory may include instructions that, when executed by the processor, cause the processor to: determine an initial transfer location based on proximity to an endpoint; capture data from the sensors; generate a risk estimate based on the sensor data; and then confirm or correct the transfer location based on the risk estimate.

[0004] A second aspect of this disclosure relates to a method for selecting a transfer location for passengers to enter or leave a vehicle near a travel endpoint. The method may include the steps of: generating an initial transfer location based at least in part on proximity to the travel endpoint; acquiring data describing the static and dynamic conditions of the environment surrounding the transfer location; generating a risk estimate associated with the transfer location; and confirming or revising the transfer location based on the risk estimate.

[0005] A further aspect of this disclosure relates to a non-transitory computer-readable medium including instructions stored thereon that, when executed by a processor, cause the processor to perform a method having the following steps: generating an initial transfer location based at least in part on proximity to a travel endpoint; acquiring data describing static and dynamic conditions of the environment surrounding the transfer location; generating a risk estimate associated with the transfer location; and confirming or revising the transfer location based on the risk estimate.

[0006] The foregoing and other aspects of this disclosure will now be explained in more detail with reference to the accompanying drawings. Attached Figure Description

[0007] Figure 1 This is a schematic diagram of a vehicle equipped with a transfer risk assessment system.

[0008] Figure 2 This is an exemplary illustration of a scenario during the operation of a transfer risk assessment associated with a vehicle.

[0009] Figure 3 This is a flowchart illustrating a transfer risk assessment method according to an embodiment of the teachings disclosed herein. Detailed Implementation

[0010] The illustrated embodiments are disclosed with reference to the accompanying drawings. However, it should be understood that the disclosed embodiments are merely examples that may be embodied in various and alternative forms. The figures are not necessarily drawn to scale, and certain features may be enlarged or minimized to show details of particular components. The specific structural and functional details disclosed should not be construed as limiting, but rather as a representative basis for teaching those skilled in the art how to practice the disclosed concepts.

[0011] Figure 1 A schematic diagram of a vehicle 100 is shown, which has an associated transfer risk assessment system. This system may include a processor 101 and a memory 103. The processor 101 may be embodied as a mobile processing device, smartphone, tablet computer, laptop computer, wearable computing device, desktop computer, personal digital assistant (PDA) device, handheld processor device, dedicated processor device, processor system distributed across a network, processor system configured for wired or wireless communication, or any other alternative embodiment known to those skilled in the art.

[0012] Memory 103 may include computer-executable instructions operable for execution by processor 101. The computer-executable instructions may include instructions and data that cause a general-purpose computer, special-purpose computer, or special-purpose processing device to perform certain functions or groups of functions. The computer-executable instructions may also include program modules that execute by the computer in a stand-alone or networked environment. Program modules may include routines, programs, objects, components, or data structures that perform a specific task or implement a specific abstract data type. The computer-executable instructions, associated data structures, and program modules represent examples of program code means for performing steps of the methods disclosed herein. A particular sequence of such executable instructions or associated data structures represents examples of corresponding actions for implementing the functions described in such steps. Memory 103 may be embodied as a non-transitory computer-readable storage medium or machine-readable medium for carrying or storing computer-executable instructions or data structures thereon. Such a non-transitory computer-readable storage medium or machine-readable medium may be any available medium embodied in hardware or physical form that can be accessed by a general-purpose or special-purpose computer. By way of example and not limitation, such non-transitory computer-readable storage media or machine-readable media may include random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), optical disc storage devices, magnetic disk storage devices, linear magnetic data storage devices, magnetic storage devices, flash memory, or any other medium that can be used to carry or store desired program code in the form of computer-executable instructions or data structures. Combinations of the foregoing should also be included within the scope of non-transitory computer-readable storage media or machine-readable media.

[0013] The system may include multiple sensors 105. Sensors 105 may be operable to detect the conditions of the environment surrounding vehicle 100. Sensors 105 may be operable to generate environmental data describing static conditions of the environment, and dynamic data describing changing conditions of the environment, or the conditions of objects in motion within the environment. Sensors 105 may include radar sensors, lidar sensors, ultraviolet sensors, infrared sensors, camera sensors, vibration sensors, microphone sensors, temperature sensors, humidity sensors, water sensors, proximity sensors, or any other sensors known to those skilled in the art at the time of making this invention. In the depicted embodiments, sensors 105 include multiple sensors arranged at different points relative to vehicle 100, but other embodiments may include other configurations without departing from the teachings disclosed herein. In some embodiments, individual sensors 105 may differ from each other without departing from the teachings disclosed herein. In some embodiments, each of sensors 105 may include the same configuration without departing from the teachings disclosed herein.

[0014] Sensor 105 is operable to generate environmental data describing static conditions of the environment. Without departing from the teachings disclosed herein, the environmental data may include known static conditions of the environment, such as road boundaries, lane positions, signs, pedestrian crossing positions, intersection positions, traffic rules, speed limits, building locations, building addresses, or other known conditions of the environment surrounding vehicle 100. In some embodiments, the environmental data may be compared with high-density map data stored in a memory such as memory 103. The environmental data may include unknown static conditions, but may be determined to be relevant to vehicle navigation during system operation. Without departing from the teachings disclosed herein, such static conditions may include the presence of potholes, road barriers, temporary signs, puddles, ice, debris, road obstructions, fallen trees, fallen signs, fallen power lines, or other static conditions that a person skilled in the art would recognize as relevant to navigating the environment.

[0015] Sensor 105 is operable to generate dynamic data describing dynamic conditions of the environment. Without departing from the teachings disclosed herein, such dynamic data may include weather conditions, traffic light status, the location of movable barriers, street lighting conditions, wind, or any other dynamic conditions recognizable by a person skilled in the art. Without departing from the teachings disclosed herein, the dynamic data may also describe the state, position, and motion of moving objects within the environment, such as other vehicles, cyclists, pedestrians, wild animals, pets, or any other moving objects.

[0016] The system may additionally include a position sensor 107 operable to generate data indicating the vehicle's position relative to map data or global positioning data. The map data may include high-density map data with details describing the environment and expected traffic conditions, stored in a memory such as memory 103. Global positioning data can be used to navigate the vehicle relative to a global navigation satellite system (GNSS) (such as Global Positioning System (GPS)).

[0017] Vehicle 100 may include a commercial passenger vehicle. Without departing from the teachings disclosed herein, vehicle 100 may include autonomous driving capabilities, partially autonomous driving capabilities, driver assistance capabilities, or navigation assistance capabilities. Vehicle 100 may be operable to drive to a location suitable for one or more passengers to pick up or drop off. This location may be referred to as a “transfer location” where the transfer of passengers into or out of the vehicle can be facilitated. Passenger transfer may include passengers boarding or entering the vehicle, or passengers exiting or leaving the vehicle. Vehicle 100 may include multiple portals 109 for facilitating passenger transfer. In the depicted embodiment, vehicle 100 includes four portals 109 in the form of doors suitable for passenger entry / exit; however, other embodiments may include other portal configurations without departing from the teachings disclosed herein. Some embodiments may have a different number of portals 109 without departing from the teachings disclosed herein. In some embodiments, portals may have selectively opening portals without departing from the teachings disclosed herein. In some embodiments, entrances and exits may not include doors without departing from the teachings disclosed herein.

[0018] This system allows vehicle 100 to facilitate vehicle transfer at and near a navigation endpoint. The navigation endpoint may include a departure location or a destination location. Without departing from the teachings disclosed herein, some navigation routes may include multiple endpoints for multi-segment navigation. The system allows vehicle 100 to approach the endpoint and determine an initial transfer position based on proximity to the endpoint. As vehicle 100 approaches the initial transfer position, sensor 105 can provide environmental and dynamic data describing the conditions near the initial transfer position and, more generally, near the endpoint.

[0019] The acquired environmental and dynamic data can be used as input to a risk analysis performed by processor 101 to generate a risk estimate. The risk estimate can indicate a rating of the level of danger or inconvenience. In some embodiments, the risk estimate can indicate different levels of danger and inconvenience without departing from the teachings disclosed herein. If the risk estimate is determined to be above a threshold, the risk is considered too high, and vehicle 100 should be directed to a different transfer location. A revised transfer location can then be determined based on proximity to the endpoint, and a second risk estimate can be generated by utilizing risk analysis of environmental and dynamic data from sensor 105. In some embodiments, the environmental or dynamic data can be updated prior to the second risk analysis. In some embodiments, different weightings can be used to give more importance to proximity or risk estimates when determining the revised transfer location without departing from the teachings disclosed herein. By way of example and not limitation, because passengers are already inside the vehicle, departure transfers can utilize a higher weight associated with the second risk estimate, while arrival transfers can place less importance on the second risk estimate to enhance convenience for passengers waiting to board.

[0020] Figure 2 A schematic diagram of an exemplary operating scenario of a vehicle 200 with a risk assessment system according to an embodiment of the present invention is provided. In the depicted embodiment, vehicle 200 may be the same as vehicle 100, but other embodiments may include other configurations without departing from the teachings disclosed herein. In the depicted embodiment, a transfer may be directed as an exit transfer, but other embodiments may include different numbers of transfers of different types without departing from the teachings disclosed herein.

[0021] In the depicted embodiment, vehicle 200 may be navigating toward destination 201, which is used as a navigation endpoint when an initial transfer location 203 is determined. Since the transfer is directed as a departure, the initial transfer location 203 can be synonymously referred to as a departure location. In other embodiments, without departing from the teachings disclosed herein, a transfer location may be referred to as a login location or a departure location based on the intended type of transfer. For multi-segment navigation or multi-stage transfers, an individual transfer location may include both a departure location for some passengers and a login location for others, without departing from the teachings disclosed herein. In some embodiments, without departing from the teachings disclosed herein, a single passenger using the same vehicle may utilize a transfer location as both a departure location and a login location, such as during a running errand.

[0022] Initially, the initial transfer location 203 can be determined based on proximity to destination 201. However, in the depicted embodiment, the puddle 205 presents a situational hazard for passengers disembarking from vehicle 200. Vehicle 200 can utilize sensors operable to generate environmental or dynamic data (such as sensor 105 (see...)). Figure 1 The condition and size of the puddle 205 immediately adjacent to the initial transfer position 203 can be detected by a processor (such as processor 101, which is associated with vehicle 200 and communicates data with associated sensors). Figure 1 The risk analysis is performed using a [method / mechanism]. If the risk analysis yields a risk estimate that exceeds a threshold, a revised transfer location is selected.

[0023] In the depicted embodiments, the modified transfer location is selected using environmental data describing the static conditions of the depicted environment and dynamic data describing the dynamic conditions of the depicted embodiments. The environmental data may describe the street layout, lane markings, traffic rules, and the condition and size of the puddle 205, or other risk-related static conditions of the environment. The dynamic data may describe the current status of traffic signals, the behavior of moving objects within the environment (such as pedestrians 207 or other vehicles 209), or any other risk-related dynamic conditions of the depicted environment.

[0024] Using both proximity to destination 201 and the generated environmental and dynamic data, a revised transfer location 211 can be determined that is appropriately close to destination 201 without presenting a risk estimate above a threshold. Vehicle 200 can then navigate toward the revised transfer location 211 and allow passengers to disembark.

[0025] Different environmental conditions may have varying degrees of impact on risk analysis regarding the relocation location. In the depicted embodiment, the puddle 205 may have a smaller overall impact on risk estimation compared to other conditions considered more hazardous, such as potholes, road construction, fallen power lines, or other risk-related environmental conditions.

[0026] In some embodiments, the risk assessment may take into account the risk to people or things other than passengers. For example, if pedestrian 207 is moving toward a transfer location, the analysis may determine that the risk is greater when vehicle 200 must pass pedestrian 207, and abandon a possible transfer location in the immediate vicinity. Other embodiments may include analyses suitable for other conditions or individuals detected in the environment without departing from the teachings disclosed herein.

[0027] In some embodiments, dynamic data can be used to create a dynamic risk estimate that changes based on changes in the dynamic data or predicted changes in the dynamic data. For example, if vehicle 200 includes multiple passengers who need to leave, and some passengers utilize vehicle entrances / exits that place them on the street, the risk estimate may be higher when vehicle 200 is adjacent to other vehicles 209, and may decrease if other vehicles 209 leave the adjacent area. In some such embodiments, vehicle 200 may include indicators for passengers that provide details about when the risk level is appropriate for transfer. Such indicators may include displays, visual indicators, or audible indicators operable to notify passengers when the estimated risk is below a threshold (indicating predicted safety of transfer within specifications) or when the estimated risk is above a threshold (indicating predicted risk of transfer). In some embodiments, these indicators may include timers or countdowns provided to passengers that indicate a time window when transfer is appropriate or until the timer is appropriate. In some embodiments, if transfer is unsuccessful during the specified time window, vehicle 200 may be operable to find a corrected transfer location associated with a risk estimate below the threshold. In some such embodiments, a partial transfer (e.g., some but not all of a group of co-passengers) can be completed within the window, and the associated vehicle can be operable to wait until the estimated risk is below a threshold, or navigate to a new transfer location with suitably low risk.

[0028] Figure 3 This is a flowchart depicting the steps of a method for selecting and utilizing transfer locations for vehicle passengers. The method begins at step 300 during normal operation of a vehicle equipped with a transfer risk assessment system (such as the system depicted herein). At step 302, an initial transfer location is determined based on proximity to a navigation endpoint. At step 304, environmental data describing the static conditions of the environment near the initial transfer location is acquired. At step 306, dynamic data describing the dynamic conditions of the environment and the state of moving objects within the environment is acquired. In the depicted embodiment, steps 304 and 306 are performed simultaneously; however, other embodiments may include operations in any order without departing from the teachings disclosed herein. This can be achieved by sensors associated with the vehicle (such as sensor 105 (see…)). Figure 1 This can be used to acquire environmental and dynamic data, but other embodiments may include other sensors without departing from the teachings disclosed herein.

[0029] After acquiring the environmental and dynamic data, the method can proceed to step 308, where a risk assessment is generated based on the environmental and dynamic data to provide a risk estimate for passenger transfer at the initial transfer location. If it is determined at step 310 that the estimated risk is below a threshold, the initial transfer location can be confirmed at step 312 and used for passenger transfer.

[0030] If the risk estimate is determined to be equal to or greater than the threshold, the method proceeds to step 314, where a modified transition position is selected. After selecting the modified transition position, the method returns to step 308 to generate a risk assessment based on the modified transition position. In some embodiments, without departing from the teachings disclosed herein, the method may alternatively return to one or both of steps 304 or 306 to update environmental or dynamic data for use in the modified risk assessment. The method may continue to reject the modified transition position at 310 until a risk assessment with an associated risk estimate below the threshold is completed. If the modified transition position in step 310 also results in a risk estimate above the threshold, the method may again proceed to step 312 for another different modified transition position. This loop may be operationally stable until such a moment occurs where the risk assessment generates a risk estimate below the threshold.

[0031] After confirming the transfer location at step 312, the system may wait until one or more passengers associated with the vehicle have completed their transfer to or from the vehicle at step 316. In the depicted embodiment, a time window may be defined, which predicts the length of time the risk estimate remains valid. The system monitors whether this time has elapsed at step 318. If the passengers have not yet transferred and the time has not elapsed, the method returns to step 312, and the system continues to assess whether one or more passengers have completed their transfer. If the time window has elapsed, the method returns to steps 304 and 306 to update environmental and dynamic data for reassessment of the current transfer location at step 308. In some embodiments, without departing from the teachings disclosed herein, the method may alternatively utilize existing environmental and dynamic data and alternatively return to step 314. If all passengers have utilized the transfer location at step 316, the method may terminate at step 320. In some embodiments, without departing from the teachings disclosed herein, the method may restart at step 300.

[0032] Although exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms of the disclosed apparatus and methods. Rather, the language used in this specification is descriptive rather than restrictive, and it is to be understood that various changes may be made without departing from the spirit and scope of this disclosure as claimed. Features of various implementations of the embodiments may be combined to form further embodiments of the disclosed concepts.

Claims

1. A vehicle-related transfer risk assessment system, the system comprising: A processing system, which includes a processor located within the vehicle; Multiple environmental sensors communicate with a processor and are operable to acquire environmental data describing the static conditions of the environment surrounding the vehicle, as well as dynamic data describing changes in the environment and the conditions of moving objects within the environment. A vehicle position sensor that communicates data with a processor and is operable to indicate the vehicle's position relative to its surrounding environment; and Memory, which communicates with the processor for data and is operable to store instructions that can be executed by the processor. The memory further includes instructions that, when executed by the processor, cause the processor to: Generate first coordinate data, which describes the initial transfer position selected based on the proximity to the vehicle's travel endpoint; Environmental data and dynamic data are acquired from the multiple environmental sensors; A first risk estimate associated with the initial relocation location is generated based on risk analysis performed using environmental and dynamic data. as well as Generate second coordinate data. When the first risk estimate is below a threshold, the second coordinate data is the same as the first coordinate data; otherwise, the second coordinate data describes a corrected transfer position. The second coordinate data is selected based on proximity to the travel endpoint and a second risk estimate associated with the corrected transfer position. The second risk estimate is based on a risk analysis performed using updated environmental and dynamic data, and the corrected transfer position is based on a weighted average of the proximity and the second risk estimate.

2. The system of claim 1, wherein the memory further includes instructions that, when executed by a processor, cause the processor to update the second risk estimate in response to changes in dynamic data.

3. The system of claim 2, further comprising a display that communicates data with the processor, and the memory further comprising instructions that, when executed by the processor, cause the processor to update the display using indications of risk analysis results.

4. The system of claim 3, wherein the indication of the risk analysis result includes a timer that indicates a time window in which the second risk estimate is predicted to be below a threshold.

5. The system of claim 4, wherein the memory further includes instructions that, when executed by the processor, cause the processor to generate third coordinate data describing a second revised transfer location in response to the expiration of a time window if no passenger leaves or enters the vehicle at the revised transfer location, the third coordinate data being selected based on proximity to the travel endpoint and a third risk estimate associated with the second revised transfer location, the third risk estimate being based on a risk analysis performed using environmental and dynamic data.

6. The system of claim 1, wherein the vehicle includes multiple exits, and the risk analysis is based on environmental and dynamic data to generate an indication of which exit includes the lowest risk estimate.

7. The system of claim 1, wherein the risk analysis generates indications of risk to traffic participants other than passengers in the vehicle.

8. A method for selecting a transfer location for a passenger to leave or enter a vehicle near a travel endpoint, the method comprising: Generate a first coordinate, which describes the initial transfer position selected based on proximity to the endpoint of travel; Environmental data is acquired from a sensor array, which describes the static conditions of the environment surrounding the initial transfer location; Dynamic data is acquired from a sensor array, which describes changes in the environment and the status of moving objects within the environment. A first risk estimate associated with the initial relocation location is generated based on risk analysis performed using environmental and dynamic data. as well as Generate a second coordinate. Wherein, when the first risk estimate is below a threshold, the second coordinate is the same as the first coordinate, and in other cases, the second coordinate describes a corrected transfer position, wherein the second coordinate is selected based on proximity to the travel endpoint and a second risk estimate associated with the corrected transfer position, the second risk estimate being based on a risk analysis performed using updated environmental and dynamic data, and the corrected transfer position being based on a weighted average of the proximity and the second risk estimate.

9. The method of claim 8, wherein generating the second coordinates comprises: The second risk estimate is updated in response to changes in dynamic data.

10. The method of claim 9, further comprising: Update the display using indicators from the risk analysis results.

11. The method of claim 10, wherein the indication of the risk analysis result includes a timer indicating a time window in which the risk estimate is predicted to be below a threshold.

12. The method of claim 11, further comprising: In response to the expiration of a time window without any passengers leaving or entering the vehicle, third coordinate data describing a second revised transfer location is generated. The third coordinate data is selected based on proximity to the travel endpoint and a third risk estimate associated with the second revised transfer location, which is based on a risk analysis performed using environmental and dynamic data.

13. The method of claim 8, wherein the risk analysis is based on environmental and dynamic data to generate an indication of which vehicle exit includes the lowest estimated risk.

14. The method of claim 8, wherein the risk analysis includes an indication of the risk to traffic participants other than the passengers of the vehicle.

15. A computer-readable storage medium having instructions stored thereon, the instructions, when executed by a processor, causing the processor to perform a method for selecting a transfer location for a passenger to enter or leave a vehicle, the method comprising the steps of: Generate a first coordinate, which describes the initial transfer position selected based on proximity to the endpoint of travel; Environmental data is acquired from a sensor array, which describes the static conditions of the environment surrounding the initial transfer location; Dynamic data is acquired from a sensor array, which describes changes in the environment and the status of moving objects within the environment. A first risk estimate associated with the initial relocation location is generated based on risk analysis performed using environmental and dynamic data. as well as Generate a second coordinate. Wherein, when the first risk estimate is below a threshold, the second coordinate is the same as the first coordinate, and in other cases, the second coordinate describes a corrected transfer position, wherein the second coordinate is selected based on proximity to the travel endpoint and a second risk estimate associated with the corrected transfer position, the second risk estimate being based on a risk analysis performed using updated environmental and dynamic data, and the corrected transfer position being based on a weighted average of the proximity and the second risk estimate.

16. The computer-readable storage medium of claim 15, further comprising instructions, wherein generating the second coordinates includes: The second risk estimate is updated in response to changes in dynamic data.

17. The computer-readable storage medium of claim 16, further comprising instructions that, when executed by a processor, cause the processor to update the display using indications of the risk analysis results.

18. The computer-readable storage medium of claim 17, further comprising instructions, wherein the indication of the risk analysis result includes a timer indicating a time window predicted to be the safest for the utilization of the modified transfer location.

19. The computer-readable storage medium of claim 17, wherein the indication of the risk analysis result includes a timer indicating a time window in which the risk estimate is predicted to be below a threshold.

20. The computer-readable storage medium of claim 15, wherein the risk analysis includes an indication of the risk to traffic participants other than passengers in the vehicle.

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