Cooperative vehicle headlight guidance

Abstract

Various embodiments include methods and vehicles (such as autonomous vehicles, semi-autonomous vehicles, etc.) for cooperatively directing or configuring one or more headlamps of a vehicle to avoid visually interfering with operations of an oncoming vehicle. Various embodiments can include receiving, by a first vehicle processor from a second vehicle, a first cooperative lighting message, where the first cooperative lighting message requests the first vehicle to direct one or more headlamps of the first vehicle to avoid visual interference with operations of the second vehicle, and directing the one or more headlamps of the first vehicle in accordance with the cooperative lighting plan. Directing the headlamps to avoid visual interference with operations of the second vehicle can include switching the headlamps to a low beam configuration.

Description

[0001] Priority claim

[0002] This patent application claims priority to U.S. non-provisional application No. 17 / 003,064, filed on August 26, 2020, entitled “Collaborative Vehicle Headlight Directing,” which is a continuation-in-part of U.S. patent application No. 16 / 742,197, filed on January 14, 2020, entitled “Collaborative Vehicle Headlight Directing,” both of which are assigned to the assignee of this application and are hereby expressly incorporated herein by reference.

[0003] background

[0004] Cars and trucks are becoming increasingly intelligent as the industry moves toward deploying autonomous and semi-autonomous vehicles. Autonomous and semi-autonomous vehicles are capable of detecting information about their location and surrounding environment (e.g., using radar, lidar, GPS, odometers, accelerometers, cameras, and other sensors) and include control systems that interpret the sensory information to identify hazards and determine a navigation path to follow. Autonomous and semi-autonomous vehicles include control systems to operate with limited or no control from the occupants or other operators of the vehicle. Some autonomous and semi-autonomous vehicles include a headlight beam steering feature that directs one or more headlights based on the angle of the steering wheel so that on roads with high curvature, occupants can better see the future direction of travel rather than just what is directly in front of the vehicle.

[0005] Overview

[0006] Various aspects include methods that enable vehicles (such as autonomous vehicles, semi-autonomous vehicles, etc.) to collaboratively direct one or more headlights of two or more vehicles to coordinate headlight configurations of multiple vehicles. Various aspects may include: receiving, by a processor of a first vehicle, a first collaborative lighting message from a second vehicle, wherein the first collaborative lighting message requests the first vehicle to direct one or more headlights of the first vehicle to avoid visual interference with operation of the second vehicle; and directing, by the first vehicle processor, the one or more headlights of the first vehicle in accordance with the first collaborative lighting message.

[0007] In some aspects, directing the one or more headlights of the first vehicle in accordance with the first collaborative lighting message may include switching the one or more headlights of the first vehicle from a high beam configuration to a low beam configuration. In some aspects, directing the one or more headlights of the first vehicle in accordance with the first collaborative lighting message may include at least one of lowering a projection angle, reducing a width, pointing the one or more headlights away from the second vehicle, or reducing a brightness of the one or more headlights of the first vehicle. In some aspects, directing the one or more headlights of the first vehicle in accordance with the first collaborative lighting message may include initiating a gradual change in the configuration of the one or more headlights of the first vehicle before the one or more headlights of the first vehicle visually interfere with operation of the second vehicle. In some aspects, the first collaborative lighting message may identify at least one of a speed or a position of the second vehicle relative to the first vehicle.

[0008] Some aspects may include: determining whether the first vehicle has reached an interference point beyond which the headlights of the first vehicle may visually interfere with the operation of the second vehicle; and directing the one or more headlights of the first vehicle according to the first collaborative lighting message in response to determining that the first vehicle has reached an interference point beyond which the headlights of the first vehicle may visually interfere with the operation of the second vehicle.

[0009] Some aspects may include: determining whether an obstacle or road feature causes an interference point to be closer to a second vehicle than the interference point would be without the obstacle or road feature; receiving, by a first vehicle processor, headlight interference information including details related to the obstacle or road feature; determining whether the one or more headlights of the first vehicle no longer interfere with visual operation of the second vehicle; and directing the one or more headlights of the first vehicle to return to a previous configuration in response to determining that the one or more headlights of the first vehicle will no longer interfere with visual operation of the second vehicle. In some aspects, directing the one or more headlights of the first vehicle to return to a previous configuration in response to determining that the one or more headlights of the first vehicle will no longer interfere with visual operation of the second vehicle may include: automatically switching the one or more headlights to a high beam configuration after passing the second vehicle.

[0010] A further aspect includes a vehicle having one or more steerable headlights and comprising a processor configured with processor-executable instructions for performing the operations of any of the methods outlined above. A further aspect includes a cooperative headlight guidance system for use in a vehicle comprising a processor configured with processor-executable instructions for performing the operations of any of the methods outlined above. A further aspect includes a non-transitory processor-readable storage medium having stored thereon processor-executable software instructions configured to cause the processor to perform the operations of any of the methods outlined above. A further aspect includes a processing device configured for use in a vehicle and configured to perform the operations of any of the methods outlined above. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments and, together with the general description given above and the detailed description given below, serve to explain features of the various embodiments.

[0013] Figure 1A and 1B is a block diagram illustrating components of a vehicle suitable for implementing various embodiments.

[0014] Figure 1C is a component block diagram illustrating components of a vehicle suitable for implementing various embodiments.

[0015] Figure 2A is a component block diagram illustrating components of an example vehicle management system in accordance with various embodiments.

[0016] Figure 2B is a component block diagram illustrating components of another example vehicle management system in accordance with various embodiments.

[0017] Figure 3 is a block diagram illustrating components of an example system-on-chip for use in a vehicle that may be configured to broadcast, receive, and / or otherwise use intent and / or motion plans, in accordance with various embodiments.

[0018] Figure 4 is a component block diagram of an example system configured for cooperative headlight guidance between vehicles, according to various embodiments.

[0019] Figure 5A 、 5B 5C illustrate examples of a vehicle directing one or more headlights to follow a collaborative lighting plan according to various embodiments.

[0020] Figure 6A 、 6B6C are process flow diagrams of example methods for cooperative headlight guidance between vehicles, according to various embodiments.

[0021] Figure 7A 、 7B 7C are process flow diagrams of example methods for cooperative headlight guidance between vehicles, according to some embodiments.

[0022] Figure 8 is a communication flow diagram of an example communication exchange for cooperative headlight guidance between two vehicles, according to some embodiments.

[0023] Figure 9 is a communication flow diagram of a communication exchange for cooperative headlight guidance between three or more vehicles, according to some embodiments.

[0024] Figure 10A and 10B An example of a vehicle directing one or more headlights to follow a collaborative lighting plan is illustrated in accordance with some embodiments.

[0025] Figure 11A 、 11B 11C are process flow diagrams of example methods for cooperative headlight guidance between vehicles, according to some embodiments.

[0026] Figure 12A 、 12B , 12C, and 12D are process flow diagrams of example methods for cooperative headlight guidance between vehicles, according to some embodiments.

[0027] Figure 13A 、 13B 13C are communication flow diagrams of an example communication exchange for cooperative headlight guidance between two vehicles, according to some embodiments.

[0028] Figure 14 is a communication flow diagram of a communication exchange for cooperative headlight guidance between three or more vehicles, according to some embodiments.

[0029] Figure 15A 、 15B and 15C illustrate an example of vehicles in a platoon, wherein the vehicles direct one or more headlights according to a collaborative lighting plan, according to some embodiments.

[0030] Figure 16A 、 16B , 16C, 16D, 16E, and 16F are process flow diagrams of example methods for cooperative headlight guidance between vehicles in a platoon, according to some embodiments.

[0031] Figure 17A 、 17B 17C are process flow diagrams of example methods for cooperative headlight guidance between vehicles in a platoon, according to some embodiments.

[0032] Figure 18 is a communication flow diagram of a communication exchange for cooperative headlight guidance between vehicles in a platoon, according to some embodiments.

[0033] Figure 19A 、 19B , 19C, and 19D illustrate examples of vehicles directing one or more headlights to follow a cooperative lighting plan to avoid headlight interference, according to some embodiments.

[0034] Figure 20A 、 20B , 20C, and 20D illustrate another example of a vehicle directing one or more headlights to follow a cooperative lighting plan to avoid headlight interference, according to some embodiments.

[0035] Figure 21A 、 21B , 21C, and 21D are process flow diagrams of example methods for cooperative headlight guidance between vehicles, according to some embodiments.

[0036] Detailed description

[0037] The various aspects will be described in detail with reference to the accompanying drawings. Wherever possible, the same reference numerals will be used throughout the drawings to refer to the same or similar parts. References to specific examples and embodiments are for illustrative purposes only and are not intended to limit the scope of the various aspects or claims.

[0038] In various embodiments, two or more vehicles may collaborate to direct one or more headlights of the vehicles to better illuminate the entire roadway for all vehicles. In various embodiments, a first vehicle processor may receive a collaborative lighting message from a second vehicle. The collaborative lighting message may request the first vehicle to direct one or more headlights of the first vehicle in coordination with the second vehicle directing its headlights according to a collaborative lighting plan that improves illumination of the roadway for both vehicles. The two vehicles may then direct their respective headlights or headlights according to the collaborative lighting plan.

[0039] For example, one or more headlights of each of the two vehicles can be directed away from the other vehicle to achieve less overlap between the one or more headlights of the two vehicles. For example, by having the first vehicle illuminate less of the road ahead of the second vehicle and the second vehicle illuminate less of the road ahead of the first vehicle, rather than both vehicles illuminating the road directly ahead, a wider width of the road will be illuminated. Alternatively, if more overlapping illumination is preferred, such as to see a shadowed object far ahead, the two vehicles can cooperatively direct one or more headlights to overlap, thereby better illuminating the road ahead of both vehicles.

[0040] In various embodiments, two or more vehicles may collaborate to direct at least one headlight toward an uncertain area outside the road. For example, a vehicle may encounter an uncertain area due to problems viewing, identifying, and / or classifying an object that is outside the road but may still pose a potential threat to the vehicle (e.g., an animal, person, or other vehicle approaching or preparing to cross the road). Objects outside the road may be difficult to see due to distance, shadows, obstacles, etc. A vehicle encountering an uncertain area may communicate with another vehicle and request that the other vehicle direct one or more of its headlights toward the uncertain area to better illuminate the area or illuminate the area from a different angle and / or distance, which may enable the collision avoidance and / or vehicle navigation system in the requesting vehicle to further classify and avoid any obstacles in the area. In this way, collaborative lighting can reduce uncertainty in areas adjacent to roads to avoid vehicles from unexpected threats from these areas.

[0041] In some embodiments, the first vehicle processor may determine whether the first vehicle is capable of cooperating with the second vehicle according to the proposed collaborative lighting plan. A second collaborative lighting message may be transmitted in response to determining that the first vehicle is capable of cooperating with the second vehicle according to the collaborative lighting plan.

[0042] In various embodiments, a collaborative lighting plan may include first and second vehicles collaboratively directing one or more headlights to illuminate a portion of a roadway that is common to the first and second vehicles. The collaborative lighting plan may illuminate a larger continuous area of ​​the roadway on which the first and second vehicles are traveling than the continuous area of ​​the roadway that would be illuminated if the first and second vehicles' headlights were aimed in their respective directions of travel. One or more headlights of the first vehicle are directed to illuminate the roadway simultaneously with one or more headlights of the second vehicle in accordance with the collaborative lighting plan. The collaborative lighting plan may identify areas of the roadway that the second vehicle may request better illumination from the first vehicle. The collaborative lighting plan may also identify uncertain areas of the roadway that the second vehicle needs to continue illuminating in order to enable the collision avoidance and / or vehicle navigation system in the requesting vehicle to further classify and avoid any obstacles in the area. The first and second vehicles may be traveling in different directions. The first and second vehicles may be traveling in opposite directions.

[0043] In some embodiments, a third collaborative lighting message may be received by the first vehicle processor from the third vehicle. The third collaborative lighting message may request the first and / or second vehicles to respectively direct one or more headlights of the first and / or second vehicles in coordination with the third vehicle directing one or more headlights of the third vehicle according to a modified collaborative lighting plan.

[0044] Various embodiments include a method by which a second vehicle transmits a first collaborative lighting message and directs its headlights according to a collaborative lighting plan. A second vehicle processor may determine whether the second vehicle is capable of cooperating with the first vehicle according to the collaborative lighting plan. The second vehicle processor may receive a second collaborative lighting message from the first vehicle, which may indicate that the first vehicle agrees to follow the collaborative lighting plan. In this manner, directing one or more headlights of the second vehicle according to the collaborative lighting plan may be responsive to receiving the second collaborative lighting message.

[0045] In various embodiments, two or more vehicles traveling in a platoon may cooperate to direct their respective headlight(s) so that the coordinated illumination is better than that achievable by any individual vehicle or group of vehicles acting independently. For example, vehicles in the second or middle row of a platoon may direct their headlight(s) toward the roadside, while the vehicles in front may cooperate to illuminate the road ahead of the platoon.

[0046] As used herein, the terms "headlights" or "headlights" are used interchangeably to refer to the electromechanical components of a vehicle that typically produce a powerful beam of light from the front of the vehicle, as well as the beam of light itself projected by the electromechanical components. A vehicle may have two or more headlights. In various embodiments, the headlights may be configured or coupled to a mechanism that enables each headlight's light beam to be directed in a specific direction or angle. For example, one or more headlights on a vehicle may be coupled to a steering mechanism that is configured to steer the headlight horizontally and / or vertically in a specific direction or through a defined angle in response to a control signal from a vehicle computing device. Other mechanisms for directing the headlights may also be used in various embodiments, such as adjustable lenses, mirrors, and / or prisms that can be actuated to redirect the light emitted by the headlights. In some embodiments, the headlights may be configured to switch between a high-beam configuration and a low-beam configuration. A headlight emitting in the high-beam configuration may be aimed higher, have a wider width, and / or be brighter than a headlight emitting in the low-beam configuration. In some embodiments, different headlights of a vehicle may be independently directed (eg, pointed in different directions), such as with one headlight illuminating the road ahead of the vehicle and one headlight directed in a particular direction according to a collaborative lighting plan.

[0047] As used herein, the term "road" or "roads" refers to a path, route, or passageway leading from one place to another, especially a road having a specially prepared surface on which vehicles can travel. A road can be an intended and / or planned path of travel, whether or not on a prepared surface. As used herein, the term "off-road" refers to areas along and beyond the boundaries of a road.

[0048] As used herein, the term "platoon" or "platooning" refers to two or more vehicles traveling together in a relatively close formation. Platooning vehicles can operate at a smaller distance than conventional distances between vehicles and can even be optionally coupled to each other (e.g., mechanically and / or electromagnetically).

[0049] The method for cooperative headlight guidance can be extended to vehicles organized and traveling within a platoon. Platooning employs methods that enable a group of vehicles to travel together in a cooperative manner. A platoon control plan can be used to organize, maintain, and / or control a group of vehicles in a formation. The platoon control plan can be determined by a single vehicle, which can be referred to as a "leader." Within the platoon, each participating vehicle is positioned at a single location in the formation according to the platoon control plan. The leader vehicle can coordinate the movement of the entire platoon. Other vehicles in the platoon (referred to herein as "followers") can follow the directions provided by the leader, as long as these directions do not conflict with other directions the vehicles are programmed to follow (for example, the destination direction may require the follower vehicle to leave the platoon). However, the leader vehicle does not need to be the lead vehicle in the platoon. Platooning allows vehicles to achieve several beneficial results, including improved fuel efficiency, congestion efficiency, collision risk mitigation, and allowing the driver(s) to divert their attention from the road, among other benefits.

[0050] The ground transportation industry is increasingly looking to leverage the growing capabilities of cellular and wireless communication technologies by adopting Intelligent Transport System (ITS) technologies to improve interoperability and safety for both driver-operated and autonomous vehicles. Vehicle-to-everything (V2X) protocols, including vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), vehicle-to-network (V2N), and vehicle-to-pedestrian (V2P) protocols, and in particular the Cellular V2X (C-V2X) protocol defined by the Third Generation Partnership Project (3GPP), support ITS technologies and serve as the foundation for vehicles to communicate directly with the communication devices surrounding them.

[0051] C-V2X defines two transmission modes that together provide 360-degree non-line-of-sight awareness and a higher level of predictability for enhanced road safety and autonomous driving. The first transmission mode includes direct C-V2X, which includes V2V, V2I, and V2P, and provides enhanced communication range and reliability in a dedicated ITS 5.9 gigahertz (GHz) spectrum independent of the cellular network. The second transmission mode includes V2N communication in mobile broadband systems and technologies, such as third-generation wireless mobile communication technologies (3G) (e.g., Global System for Mobile Communications (GSM) Evolution (EDGE) system, Code Division Multiple Access (CDMA) 2000 system, etc.), fourth-generation wireless mobile communication technologies (4G) (e.g., Long Term Evolution (LTE) system, Advanced LTE system, Mobile Worldwide Interoperability for Microwave Access (Mobile WiMAX) system, etc.), fifth-generation wireless mobile communication technologies (5G) (e.g., 5G New Radio (5G NR) system, etc.), etc.

[0052] The term "system on chip" (SOC) is used herein to refer to a group of interconnected electronic circuits, typically but not exclusively including one or more processors, memory and communication interfaces. The SOC may include various different types of processors and processor cores, such as general-purpose processors, central processing units (CPUs), digital signal processors (DSPs), graphics processing units (GPUs), accelerated processing units (APUs), subsystem processors, auxiliary processors, single-core processors and multi-core processors. The SOC may further embody other hardware and hardware combinations, such as field programmable gate arrays (FPGAs), configuration and status registers (CSRs), application specific integrated circuits (ASICs), other programmable logic devices, discrete gate logic, transistor logic, registers, performance monitoring hardware, watchdog hardware, counters and time references. The SOC can be an integrated circuit (IC) that is configured so that the components of the IC reside on the same substrate, such as a single piece of semiconductor material (e.g., silicon, etc.).

[0053] Autonomous and semi-autonomous vehicles, such as cars, trucks, and tour buses, are becoming a reality on city streets. Autonomous and semi-autonomous vehicles typically include multiple sensors, including cameras, radar, and lidar, that collect information about the vehicle's surroundings. For example, this collected information can enable the vehicle to recognize roads, identify objects to avoid, and track the movement and future locations of other vehicles to enable partially or fully autonomous navigation.

[0054] Various embodiments include methods for collaboratively directing the headlights of two or more vehicles (such as autonomous vehicles, semi-autonomous vehicles, driver-operated vehicles, etc.) to improve on-road and off-road illumination of the vehicles in a coordinated manner, vehicles configured to implement these methods, vehicle management systems, and processing devices. Thanks to the increase in wireless communication bandwidth and reduction in latency enabled by modern communication networks (including 5G networks), collaboratively directing one or more headlights among multiple vehicles (particularly autonomous vehicles) can improve the illumination of features to enable collision avoidance and autonomous navigation systems to better control the vehicles.

[0055] Various embodiments may be implemented in various vehicles, with an example vehicle 100 being in Figure 1A and 1B Reference Figure 1A and 1BVehicle 100 may include a control unit 140 and a plurality of sensors 102-138, including a satellite geo-positioning system receiver 108, occupancy sensors 112, 116, 118, 126, 128, tire pressure sensors 114, 120, cameras 122, 136, microphones 124, 134, impact sensor 130, radar 132, and lidar 138. The plurality of sensors 102-138 disposed in or on the vehicle may be used for various purposes, such as autonomous and semi-autonomous navigation and control, collision avoidance, position determination, and the like, as well as providing sensor data regarding objects and persons in or on the vehicle 100. Sensors 102-138 may include one or more of a wide variety of sensors capable of detecting various information useful for navigation and collision avoidance. Each of sensors 102-138 may be in wired or wireless communication with control unit 140 and with each other. Specifically, the sensors may include one or more cameras 122, 136 or other optical or photoelectric sensors. The sensors may further include other types of object detection and ranging sensors, such as radar 132, lidar 138, IR sensors, and ultrasonic sensors. The sensors may further include tire pressure sensors 114, 120, humidity sensors, temperature sensors, satellite geolocation receiver 108, accelerometers, vibration sensors, gyroscopes, gravity meters, impact sensors 130, force gauges, pressure gauges, strain sensors, fluid sensors, chemical sensors, gas content analyzers, pH sensors, radiation sensors, Geiger counters, neutron detectors, biomaterial sensors, microphones 124, 134, occupancy sensors 112, 116, 118, 126, 128, proximity sensors, and other sensors.

[0056] According to various embodiments, the vehicle control unit 140 may be configured to direct one or more headlights 160. Additionally, the control unit 140 may have a default setting for the one or more headlights 160, such as a non-direction setting or a setting that automatically directs the one or more headlights to follow the steering wheel. When the control unit 140 is not actively directing the one or more headlights 160, the default setting may be followed.

[0057] The vehicle control unit 140 can be configured with processor-executable instructions to use information received from various sensors (particularly cameras 122, 136) to perform various embodiments. In some embodiments, the control unit 140 can supplement the processing of camera images with distances and relative positions (e.g., relative azimuths) obtained from the radar 132 and / or lidar 138 sensors. The control unit 140 can further be configured to utilize information about other vehicles determined using various embodiments to control the guidance, braking, and speed of the vehicle 100 when operating in autonomous or semi-autonomous modes.

[0058] Figure 1C is a component block diagram of a system 150 illustrating components and supporting systems suitable for implementing various embodiments. Figure 1A 、 1B and 1C, the vehicle 100 may include a control unit 140, which may include various circuits and devices for controlling the operation of the vehicle 100. Figure 1C , control unit 140 includes a processor 164, a memory 166, an input module 168, an output module 170, and a radio module 172. Control unit 140 may be coupled to and configured to control driving control components 154, navigation components 156, and one or more sensors 158 of vehicle 100.

[0059] As used herein, the terms "component," "system," "unit," "module," and similar terms include computer-related entities such as, but not limited to, hardware, firmware, a combination of hardware and software, software, or software in execution that is configured to perform a specific operation or function. For example, a component can be, but is not limited to, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and / or a computer. As an illustration, both an application running on a communication device and the communication device can be referred to as a component. One or more components can reside within a process and / or thread of execution, and a component can be localized on a processor or core and / or distributed between two or more processors or cores. In addition, these components can be executed from various non-transient computer-readable media having various instructions and / or data structures stored thereon. The components can communicate via local and / or remote processes, function or procedure calls, electronic signals, data packets, memory reads / writes, and other known computer, processor, and / or process-related communication methodologies.

[0060] The control unit 140 may include a processor 164 that may be configured with processor-executable instructions to control maneuvering, navigation, and / or other operations of the vehicle 100, including the operations of the various embodiments. The processor 164 may be coupled to a memory 166. The control unit 162 may include an input module 168, an output module 170, and a radio module 172.

[0061] The radio module 172 can be configured to communicate wirelessly. The radio module 172 can exchange signals 182 (e.g., command signals for controlling maneuvers, signals from navigational aids, etc.) with the network transceiver 180, and can provide the signals 182 to the processor 164 and / or the navigation assembly 156. In some embodiments, the radio module 172 can enable the vehicle 100 to communicate with the wireless communication device 190 via a wireless communication link 187. The wireless communication link 187 can be a two-way or one-way communication link, and can use one or more communication protocols. In some embodiments, the radio module 172 can enable the vehicle 100 to communicate with another vehicle 100b via a wireless communication link 192. The wireless communication link 192 can be a two-way or one-way communication link, and can use one or more communication protocols.

[0062] Input module 168 may receive sensor data from one or more vehicle sensors 158 and electronic signals from other components, including driving control component 154 and navigation component 156. Output module 170 may be used to communicate with or activate various components of vehicle 100, including driving control component 154, navigation component 156, and sensor(s) 158.

[0063] The control unit 140 may be coupled to a ride control assembly 154 to control physical elements of the vehicle 100 related to maneuvering and navigation of the vehicle, such as the engine, motor, throttle, guidance elements, flight control elements, braking or deceleration elements, etc. The ride control assembly 154 may also include components for controlling other devices of the vehicle, including environmental controls (e.g., air conditioning and heating), exterior and / or interior lighting, interior and / or exterior information displays (which may include display screens or other devices for displaying information), safety devices (e.g., tactile devices, audible alarms, etc.), and other similar devices.

[0064] The control unit 140 may be coupled to the navigation component 156 and may receive data from the navigation component 156 and be configured to use such data to determine the current position and orientation of the vehicle 100 and an appropriate route to the destination. In various embodiments, the navigation component 156 may include or be coupled to a GNSS receiver system (e.g., one or more Global Positioning System (GPS) receivers) that enables the vehicle 100 to use a Global Navigation Satellite System (GNSS) signal to determine its current position. Alternatively or in addition, the navigation component 156 may include a radio navigation receiver for receiving navigation beacons or other signals from radio nodes (such as Wi-Fi access points, cellular network sites, radio stations, remote computing devices, other vehicles, etc.). Through the control of the driving control component 154, the processor 164 may control the vehicle 100 to navigate and maneuver. The processor 164 and / or navigation component 156 can be configured to communicate with a server 184 on a network 186 (e.g., the Internet) using a wireless connection signal 182 with a cellular data network transceiver 180 to receive commands for controlling maneuvers, receive data useful in navigation, provide real-time position reports, and evaluate other data.

[0065] The control unit 162 may be coupled to one or more sensors 158. The sensor(s) 158 may include sensors 102-138 as described, and may be configured to provide various data to the processor 164.

[0066] Although the control unit 140 is described as including separate components, in some embodiments, some or all of the components (e.g., the processor 164, the memory 166, the input module 168, the output module 170, and the radio module 172) may be integrated into a single device or module, such as a system-on-chip (SOC) processing device. Such an SOC processing device may be configured for use in a vehicle and configured (e.g., configured with processor-executable instructions executed in the processor 164) to perform the operations of various embodiments when installed in the vehicle.

[0067] Figure 2A Examples of subsystems, computing elements, computing devices, or units within the vehicle management system 200 that may be utilized within the vehicle 100 are illustrated. Figures 1A to 2A In some embodiments, the various computing elements, computing devices, or units within the vehicle management system 200 may be implemented within a system of interconnected computing devices (i.e., subsystems) that communicate data and commands to each other (e.g., by Figure 2AIn other embodiments, the various computing elements, computing devices, or units within the vehicle management system 200 may be implemented within a single computing device, such as separate threads, processes, algorithms, or computing elements. Figure 2A Each subsystem / computing element described herein is also generally referred to herein as a "layer" within the computing "stack" that makes up the vehicle management system 200. However, the use of the terms layer and stack when describing various embodiments is not intended to imply or require that the corresponding functionality be implemented within a single autonomous (or semi-autonomous) vehicle management system computing device, although this is a potential embodiment. Rather, the use of the term "layer" is intended to encompass subsystems with independent processors, computing elements (e.g., threads, algorithms, subroutines, etc.) running in one or more computing devices, and combinations of subsystems and computing elements.

[0068] In various embodiments, the vehicle management system 200 may include a radar perception layer 202, a camera perception layer 204, a positioning engine layer 206, a map fusion and arbitration layer 208, a route planning layer 210, a sensor fusion and road world model (RWM) management layer 212, a motion planning and control layer 214, and a behavior planning and prediction layer 216. Layers 202-216 are merely examples of some of the layers in one example configuration of the vehicle management system 200. In other configurations consistent with various embodiments, other layers may be included, such as additional layers for other perception sensors (e.g., a lidar perception layer, etc.), additional layers for planning and / or control, additional layers for modeling, etc., and / or some of the layers 202-216 may be excluded from the vehicle management system 200. Figure 2A As illustrated by the arrows in , each of the layers 202-216 can exchange data, calculations, and commands. Furthermore, the vehicle management system 200 can receive and process data from sensors (e.g., radar, lidar, cameras, inertial measurement units (IMUs), etc.), navigation systems (e.g., GPS receivers, IMUs, etc.), vehicle networks (e.g., controller area network (CAN) buses), and databases in memory (e.g., digital map data). The vehicle management system 200 can output vehicle control commands or signals to a drive-by-wire (DBW) system / control unit 220, which is a system, subsystem, or computing device that interfaces directly with the vehicle's steering, throttle, and braking controls. Figure 2A The configurations of the vehicle management system 200 and the DBW system / control unit 220 illustrated in FIG are merely example configurations, and other configurations of the vehicle management system and other vehicle components may be used in various embodiments. As an example, Figure 2AThe configuration of the vehicle management system 200 and DBW system / control unit 220 illustrated in FIG. 2 may be used in a vehicle configured for autonomous or semi-autonomous operation, while a different configuration may be used in a non-autonomous vehicle.

[0069] The radar perception layer 202 may receive data from one or more detection and ranging sensors, such as radar (e.g., 132) and / or lidar (e.g., 138), and process the data to identify and determine the location of other vehicles and objects in the vicinity of the vehicle 100. The radar perception layer 202 may include the use of neural network processing and artificial intelligence methods to identify objects and vehicles and pass such information to the sensor fusion and RWM management layer 212.

[0070] The camera perception layer 204 may receive data from one or more cameras, such as cameras (e.g., 122, 136), and process the data to identify and determine the location of other vehicles and objects in the vicinity of the vehicle 100. The camera perception layer 204 may include the use of neural network processing and artificial intelligence methods to identify objects and vehicles and pass such information to the sensor fusion and RWM management layer 212.

[0071] The positioning engine layer 206 can receive data from various sensors and process the data to determine the location of the vehicle 100. The various sensors may include, but are not limited to, GPS sensors, IMUs, and / or other sensors connected via a CAN bus. The positioning engine layer 206 can also utilize input from one or more cameras (such as cameras (e.g., 122, 136)) and / or any other available sensors (such as radar, lidar, etc.).

[0072] The map fusion and arbitration layer 208 can access data within a high-definition (HD) map database and receive output from the positioning engine layer 206 and process the data to further determine the location of the vehicle 100 within the map, such as its position within a traffic lane, its position within a street map, etc. The HD map database can be stored in a memory (e.g., memory 166). For example, the map fusion and arbitration layer 208 can convert latitude and longitude information from a GPS into a position within a terrestrial road map contained in the HD map database. GPS position fixes include errors, so the map fusion and arbitration layer 208 can be used to determine a best guess for the vehicle's position within the road based on arbitration between GPS coordinates and HD map data. For example, while the GPS coordinates may place the vehicle near the middle of a two-lane road in the HD map, the map fusion and arbitration layer 208 can determine, based on the direction of travel, that the vehicle is most likely aligned with the lane of travel that aligns with the direction of travel. The map fusion and arbitration layer 208 can then pass this map-based position information to the sensor fusion and RWM management layer 212.

[0073] The route planning layer 210 can utilize the HD map and input from the operator or dispatcher to plan a route for the vehicle 100 to follow to a specific destination. The route planning layer 210 can pass map-based location information to the sensor fusion and RWM management layer 212. However, other layers (such as the sensor fusion and RWM management layer 212) do not require the use of a priori maps. For example, other stacks can operate and / or control the vehicle based solely on sensory data without a provided map, building concepts such as lanes, boundaries, and local maps as the sensory data is received.

[0074] The sensor fusion and RWM management layer 212 can receive data and outputs generated by the radar perception layer 202, the camera perception layer 204, the map fusion and arbitration layer 208, and the route planning layer 210, and use some or all of these inputs to estimate or refine the position and state of the vehicle 100 relative to the road, other vehicles on the road, and other objects in the vicinity of the vehicle 100. For example, the sensor fusion and RWM management layer 212 can combine image data from the camera perception layer 204 with arbitration map position information from the map fusion and arbitration layer 208 to refine the determined position of the vehicle within the traffic lane. As another example, the sensor fusion and RWM management layer 212 can combine object recognition and image data from the camera perception layer 204 with object detection and ranging data from the radar perception layer 202 to determine and refine the relative positions of other vehicles and objects in the vicinity of the vehicle. As another example, the sensor fusion and RWM management layer 212 can receive information about the location and direction of travel of other vehicles from vehicle-to-vehicle (V2V) communications (such as via a CAN bus) and combine this information with information from the radar perception layer 202 and the camera perception layer 204 to refine the location and motion of the other vehicles. The sensor fusion and RWM management layer 212 can output the refined location and state information of the vehicle 100 and the refined location and state information of other vehicles and objects in the vicinity of the vehicle to the motion planning and control layer 214 and / or the behavior planning and prediction layer 216.

[0075] As a further example, the sensor fusion and RWM management layer 212 can use dynamic traffic control instructions to direct the vehicle 100 to change speed, lane, direction of travel, or other navigation elements, and combine this information with other received information to determine refined position and state information. The sensor fusion and RWM management layer 212 can output the refined position and state information of the vehicle 100 and the refined position and state information of other vehicles and objects in the vicinity of the vehicle 100 to the motion planning and control layer 214, the behavior planning and prediction layer 216, and / or devices remote from the vehicle 100, such as data servers, other vehicles, etc., via wireless communication (such as through a C-V2X connection, other wireless connections, etc.).

[0076] As yet a further example, the sensor fusion and RWM management layer 212 can monitor perception data from various sensors (such as perception data from the radar perception layer 202, the camera perception layer 204, other perception layers, etc.) and / or data from one or more sensors themselves to analyze conditions in the vehicle sensor data. The sensor fusion and RWM management layer 212 can be configured to detect conditions in the sensor data, such as sensor measurements being at, above, or below thresholds, certain types of sensor measurements occurring, etc., and can output the sensor data as part of refined position and state information of the vehicle 100 that is provided to the behavior planning and prediction layer 216 and / or devices remote from the vehicle 100 (such as data servers, other vehicles, etc.) via wireless communications (such as through a C-V2X connection, other wireless connections, etc.).

[0077] The refined location and status information may include vehicle descriptors associated with the vehicle and the vehicle owner and / or operator, such as: vehicle specifications (e.g., size, weight, color, onboard sensor types, etc.); vehicle location, speed, acceleration, direction of travel, attitude, orientation, destination, fuel / power level, and other status information; vehicle emergency status (e.g., whether the vehicle is an emergency vehicle or a private vehicle in an emergency); vehicle restrictions (e.g., heavy / wide loads, turning restrictions, high occupancy vehicle (HOV) authorizations, etc.); vehicle capabilities (e.g., all-wheel drive, four-wheel drive, snow tires, chains, supported connection types, onboard sensor operating status, onboard sensor resolution level, etc.); equipment issues (e.g., low tire pressure, weak brakes, sensor interruption, etc.); owner / operator driving preferences (e.g., preferred lanes, roads, routes, and / or destinations, preference for avoiding toll booths or highways, preference for the fastest route, etc.); permission to provide sensor data to a data proxy server (e.g., 184); and / or owner / operator identification information.

[0078] The behavior planning and prediction layer 216 of the autonomous vehicle management system 200 can use the refined position and state information of the vehicle 100, as well as the position and state information of other vehicles and objects output from the sensor fusion and RWM management layer 212, to predict the future behavior of other vehicles and / or objects. For example, the behavior planning and prediction layer 216 can use this information to predict the future relative positions of other vehicles based on the vehicle's own position and speed, as well as the positions and speeds of other vehicles in its vicinity. Such predictions can incorporate information from high-definition maps and route planning to anticipate changes in relative vehicle positions of the host vehicle and other vehicles as they travel along the road. The behavior planning and prediction layer 216 can output the other vehicle and object behavior and position predictions to the motion planning and control layer 214. Furthermore, the behavior planning and prediction layer 216 can use the object behavior in conjunction with the position predictions to plan and generate control signals for controlling the motion of the vehicle 100. For example, based on the route planning information, the refined position in the road information, and the relative position and movement of other vehicles, the behavior planning and prediction layer 216 can determine that the vehicle 100 needs to change lanes and accelerate, such as to maintain or achieve a minimum spacing with other vehicles and / or to prepare for a turn or exit. As a result, the behavior planning and prediction layer 216 can calculate or otherwise determine the wheel steering angle and throttle setting changes to be commanded to the motion planning and control layer 214 and the DBW system / control unit 220, along with various parameters required to implement such lane changes and accelerations. One such parameter can be the calculated steering wheel command angle.

[0079] The motion planning and control layer 214 may receive data and information output from the sensor fusion and RWM management layer 212 and other vehicle and object behavior and position predictions from the behavior planning and prediction layer 216 and use this information to plan and generate control signals for controlling the motion of the vehicle 100, as well as verify that such control signals meet the safety requirements of the vehicle 100. For example, based on the route planning information, the refined position in the road information, and the relative position and motion of other vehicles, the motion planning and control layer 214 may verify and pass various control commands or instructions to the DBW system / control unit 220.

[0080] The DBW system / control unit 220 may receive commands or instructions from the motion planning and control layer 214 and translate such information into mechanical control signals for controlling the wheel angles, brakes, and throttle of the vehicle 100. For example, the DBW system / control unit 220 may respond to a calculated steering wheel command angle by sending corresponding control signals to a steering wheel controller.

[0081] In various embodiments, the vehicle management system 200 may include functionality for performing safety checks or oversight on various commands, plans, or other decisions at various layers that may affect the safety of the vehicle and its occupants. Such safety checks or oversight functionality may be implemented within a dedicated layer or distributed across various layers and included as part of the functionality. In some embodiments, various safety parameters may be stored in memory, and the safety checks or oversight functionality may compare the determined values ​​(e.g., relative spacing from nearby vehicles, distance from the road centerline, etc.) with the corresponding safety parameters and issue warnings or commands if the safety parameters are violated or about to be violated. For example, the safety or oversight functionality in the behavior planning and prediction layer 216 (or in a separate layer) may determine the current or future separation distance between another vehicle (as defined by the sensor fusion and RWM management layer 212) and the vehicle (e.g., based on a world model refined by the sensor fusion and RWM management layer 212), compare the separation distance with a safe separation distance parameter stored in memory, and issue instructions to the motion planning and control layer 214 to accelerate, decelerate, or turn if the current or predicted separation distance violates the safe separation distance parameter. As another example, safety or supervisory functionality in the motion planning and control layer 214 (or in a separate layer) may compare a determined or commanded steering wheel command angle to safe wheel angle limits or parameters and issue an override command and / or alert in response to the commanded angle exceeding the safe wheel angle limit.

[0082] Some safety parameters stored in memory may be static (i.e., do not change over time), such as maximum vehicle speed. Other safety parameters stored in memory may be dynamic, in that they are continuously or periodically determined or updated based on vehicle state information and / or environmental conditions. Non-limiting examples of safety parameters include maximum safe speed, maximum brake pressure, maximum acceleration, and safe wheel angle limits, all of which may vary depending on road and weather conditions.

[0083] Figure 2B Examples of subsystems, computing elements, computing devices, or units within the vehicle management system 250 that may be utilized within the vehicle 100 are illustrated. Figures 1A to 2B In some embodiments, the layers 202, 204, 206, 208, 210, 212, and 216 of the vehicle management system 200 may be similar to those of reference Figure 2AThose described, and the vehicle management system 250 can operate similarly to the vehicle management system 200, except that the vehicle management system 250 can pass various data or instructions to the vehicle safety and collision avoidance system 252 instead of the DBW system / control unit 220. For example, Figure 2B The configuration of the vehicle management system 250 and the vehicle safety and collision avoidance system 252 illustrated in FIG. 2 may be used in a non-autonomous vehicle.

[0084] In various embodiments, the behavior planning and prediction layer 216 and / or the sensor fusion and RWM management layer 212 can output data to the vehicle safety and collision avoidance system 252. For example, the sensor fusion and RWM management layer 212 can output sensor data as part of the refined position and state information of the vehicle 100 that is provided to the vehicle safety and collision avoidance system 252. The vehicle safety and collision avoidance system 252 can use the refined position and state information of the vehicle 100 to make safety determinations regarding the vehicle 100 and / or the occupants of the vehicle 100. As another example, the behavior planning and prediction layer 216 can output behavior models and / or predictions related to the movement of other vehicles to the vehicle safety and collision avoidance system 252. The vehicle safety and collision avoidance system 252 can use the behavior models and / or predictions related to the movement of other vehicles to make safety determinations regarding the vehicle 100 and / or the occupants of the vehicle 100.

[0085] In various embodiments, the vehicle safety and collision avoidance system 252 may include functionality to perform safety checks or oversight on various commands, plans, or other decisions, and human driver actions at various levels that may affect vehicle and occupant safety. In some embodiments, various safety parameters may be stored in memory, and the vehicle safety and collision avoidance system 252 may compare determined values ​​(e.g., relative spacing from nearby vehicles, distance from the road centerline, etc.) to corresponding safety parameter(s) and issue warnings or commands if a safety parameter is or will be violated. For example, the vehicle safety and collision avoidance system 252 may determine the current or future separation distance between the vehicle and another vehicle (as defined by the sensor fusion and RWM management layer 212) (e.g., based on a world model refined by the sensor fusion and RWM management layer 212), compare the separation distance to a safe separation distance parameter stored in memory, and issue a command to the driver to accelerate, decelerate, or turn if the current or predicted separation distance violates the safe separation distance parameter. As another example, the vehicle safety and collision avoidance system 252 may compare a human driver's steering wheel angle changes to safe wheel angle limits or parameters and issue an override command and / or alert in response to the steering wheel angle exceeding the safe wheel angle limits.

[0086] Figure 3 An example SOC architecture of a processing device system on a chip (SOC) 300 suitable for implementing various embodiments in a vehicle is illustrated. Figures 1A to 3 , the processing device SOC 300 may include several heterogeneous processors, such as a digital signal processor (DSP) 303, a modem processor 304, an image and object recognition processor 306, a mobile display processor 307, an application processor 308, and a resource and power management (RPM) processor 317. The processing device SOC 300 may also include one or more coprocessors 310 (e.g., a vector coprocessor) connected to one or more of the heterogeneous processors 303, 304, 306, 307, 308, 317. Each processor may include one or more cores and an independent / internal clock. Each processor / core may perform operations independently of other processors / cores. For example, the processing device SOC 300 may include a processor that executes a first type of operating system (e.g., FreeBSD, LINUX, OS X, etc.) and a processor that executes a second type of operating system (e.g., Microsoft Windows). In some embodiments, the application processor 308 may be a main processor of the SOC 300 , a central processing unit (CPU), a microprocessor unit (MPU), an arithmetic logic unit (ALU), a graphics processing unit (GPU), or the like.

[0087] The processing device SOC 300 may include analog and custom circuitry 314 for managing sensor data, analog-to-digital conversion, wireless data transmission, and for performing other specialized operations, such as processing encoded audio and video signals for rendering in a web browser. The processing device SOC 300 may further include system components and resources 316, such as voltage regulators, oscillators, phase-locked loops, peripheral bridges, data controllers, memory controllers, system controllers, access ports, timers, and other similar components for supporting the processor and software clients (e.g., web browsers) running on the computing device.

[0088] The processing device SOC 300 also includes specialized circuitry for camera actuation and management (CAM) 305, which includes, provides, controls, and / or manages the operation of one or more cameras 122, 136 (e.g., main camera, head camera, 3D camera, etc.), video display data from camera firmware, image processing, video pre-processing, video front end (VFE), embedded JPEG, high-definition video codec, etc. The CAM 305 can be an independent processing unit and / or include an independent or internal clock.

[0089] In some embodiments, the image and object recognition processor 306 can be configured with processor-executable instructions and / or specialized hardware configured to perform the image processing and object recognition analysis involved in various embodiments. For example, the image and object recognition processor 306 can be configured to process images received from cameras (e.g., 122, 136) via the CAM 305 to recognize and / or identify other vehicles, as well as otherwise perform the functions of the camera perception layer 204 as described. In some embodiments, the processor 306 can be configured to process radar or lidar data and perform the functions of the radar perception layer 202 as described.

[0090] System components and resources 316, analog and custom circuitry 314, and / or CAM 305 may include circuitry for interfacing with peripheral devices such as cameras 122, 136, radar 132, lidar 138, electronic displays, wireless communication devices, external memory chips, and the like. Processors 303, 304, 306, 307, 308 may be interconnected to one or more memory elements 312, system components and resources 316, analog and custom circuitry 314, CAM 305, and RPM processor 317 via interconnect / bus module 324, which may include a reconfigurable logic gate array and / or implement a bus architecture (e.g., CoreConnect, AMBA, etc.). Communication may be provided by an advanced interconnect such as a high-performance network-on-chip (NoC).

[0091] The processing device SOC 300 may further include an input / output module (not illustrated) for communicating with resources external to the SOC, such as a clock 318 and a voltage regulator 320. Resources external to the SOC (e.g., clock 318, voltage regulator 320) may be shared by two or more internal SOC processors / cores (e.g., DSP 303, modem processor 304, image and object recognition processor 306, MDP, application processor 308, etc.).

[0092] In some embodiments, the processing device SOC 300 may be included in a control unit (e.g., 140) for use in a vehicle (e.g., 100). The control unit may include communication links for communicating with a telephone network (e.g., 180), the Internet, and / or a web server (e.g., 184), as described.

[0093] The processing device SOC 300 may also include additional hardware and / or software components suitable for collecting sensor data from sensors, including motion sensors (e.g., accelerometers and gyroscopes of an IMU), user interface elements (e.g., input buttons, touch screen displays, etc.), microphone arrays, sensors for monitoring physical conditions (e.g., position, direction, motion, orientation, vibration, pressure, etc.), cameras, compasses, GPS receivers, communication circuitry (e.g., WLAN, WiFi, etc.) and other well-known components of modern electronic devices.

[0094] Figure 4 A component block diagram illustrating a system 400 configured for cooperatively directing headlights of two or more vehicles according to various embodiments is shown. In some embodiments, the system 400 may include one or more vehicle computing systems 402 and one or more other vehicle computing systems communicating via a wireless network. Figures 1A to 4 , the vehicle computing system(s) 402 may include a processor (e.g., 164), a processing device (e.g., 300), and / or a control unit (e.g., 104) (variously referred to as a "processor") of a vehicle (e.g., 100). The other vehicle computing system(s) 404 may include a processor (e.g., 164), a processing device (e.g., 300), and / or a control unit (e.g., 104) (variously referred to as a "processor") of a vehicle (e.g., 100).

[0095] The vehicle computing system(s) 402 may be configured by machine-executable instructions 406. The machine-executable instructions 406 may include one or more instruction modules. The instruction modules may include computer program modules. The instruction modules may include one or more of the following: a collaborative lighting message receiving module 408, a headlight guidance module 410, a vehicle cooperation determination module 412, a lighting message transmission module 414, a target area detection module 416, and / or other instruction modules.

[0096] The collaborative lighting message receiving module 408 may be configured to receive a first collaborative lighting message from a second vehicle via a first vehicle processor. The first collaborative lighting message may request the first vehicle to direct one or more headlights of the first vehicle in coordination with the second vehicle directing one or more headlights of the second vehicle according to a collaborative lighting plan. The collaborative lighting message receiving module 408 may also be configured to receive a second collaborative lighting message via the first vehicle processor. As a non-limiting example, receipt of the second collaborative lighting message may indicate that the other vehicle agrees to follow the collaborative lighting plan. In this manner, directing one or more headlights according to the collaborative lighting plan may be responsive to receipt of the second collaborative lighting message.

[0097] The collaborative lighting message receiving module 408 may also be configured to receive a third collaborative lighting message from a third vehicle via the first vehicle processor. As a non-limiting example, the third collaborative lighting message may request the first and second vehicles to coordinate with the third vehicle to direct one or more headlights of the third vehicle according to another collaborative lighting plan. The collaborative lighting message receiving module 408 may be configured to receive a modified collaborative lighting plan. As a non-limiting example, the modified collaborative lighting plan may request the first and second vehicles to coordinate with the third vehicle to direct one or more headlights of the third vehicle according to another collaborative lighting plan.

[0098] In addition, the collaborative lighting message receiving module 408 may receive a first-vehicle collaborative lighting message from a second vehicle. The first-vehicle collaborative lighting message may request the first vehicle to direct one or more headlights of the first vehicle to illuminate a target uncertainty area, which is set in a direction different from the direction of travel of the first vehicle relative to the first vehicle. In addition, the collaborative lighting message receiving module 408 in the second vehicle may receive a second collaborative lighting message from the first vehicle, wherein the second collaborative lighting message may request the second vehicle to direct one or more headlights of the second vehicle to illuminate a road in the direction of travel of the first vehicle. Alternatively, the second collaborative lighting message may include a reverse proposal, in which the first vehicle directs the headlights of the first vehicle to illuminate the road in the direction of travel of the second vehicle, and the second vehicle directs the headlights of the second vehicle to illuminate the target uncertainty area.

[0099] The headlight guidance module 410 may be configured to, via a vehicle processor, guide one or more headlights of the vehicle according to the collaborative lighting plan and / or a modified collaborative lighting plan. As a non-limiting example, the headlight guidance module 410 may be configured to direct one or more headlights of the vehicle to illuminate in the direction of travel of the vehicle or in a direction different from the direction of travel of the vehicle. The headlight guidance module 410 may be configured to direct one or more headlights of the vehicle toward a target uncertainty area.

[0100] The vehicle cooperation determination module 412 may be configured to determine, via a vehicle processor, whether the vehicle can cooperate with one or more other vehicles according to the collaborative lighting plan. Transmitting the second collaborative lighting message may be in response to determining that the first vehicle can cooperate with the second vehicle according to the collaborative lighting plan.

[0101] Additionally, the vehicle cooperation determination module 412 may be configured to determine whether the first vehicle is capable of directing one or more headlights of the first vehicle to illuminate a target uncertainty area that is located in a direction different from the direction of travel of the first vehicle. Directing the one or more headlights of the first vehicle to illuminate the target area may be performed in response to determining that the first vehicle is capable of directing the one or more headlights of the first vehicle to illuminate the target uncertainty area.

[0102] Furthermore, the vehicle cooperation determination module 412 may be configured to determine a collaborative lighting plan based on location information received from vehicles in the vehicle queue. The vehicle cooperation determination module 412 may be configured to determine whether a vehicle in the vehicle queue is located at one of a plurality of perimeter locations of the queue. The collaborative lighting plan may direct vehicles not at one of the plurality of perimeter locations to turn off one or more headlights or reduce the level of illumination emitted by one or more headlights of the vehicle. The vehicle cooperation determination module 412 may be configured to collaborate with other vehicles to determine the collaborative lighting plan. Furthermore, the vehicle cooperation determination module 412 may be configured to determine whether to change the collaborative lighting plan based on a request received from another vehicle. Furthermore, the vehicle cooperation determination module 412 may be configured to determine whether to change the collaborative lighting plan in response to determining that at least one vehicle has joined or left the queue.

[0103] The lighting messaging module 414 may be configured to transmit a collaborative lighting message to another vehicle, either originating a collaborative lighting message or in response to a determination that the vehicle is capable of cooperating with the other vehicle to follow a collaborative lighting plan. As a non-limiting example, the lighting messaging module 414 may be configured to transmit a first collaborative lighting message to a first vehicle via a second vehicle processor. The first collaborative lighting message may request the first vehicle to coordinate with the second vehicle to direct one or more headlights of the first vehicle in accordance with the collaborative lighting plan. Additionally or alternatively, the lighting messaging module 414 may be configured to transmit a second collaborative lighting message to the second vehicle in response to a determination that the first vehicle is capable of cooperating with the second vehicle in accordance with the collaborative lighting plan. Furthermore, the lighting messaging module 414 may be configured to transmit a third collaborative lighting message from a third vehicle via a third vehicle processor. As a non-limiting example, the third cooperative lighting message may request the first vehicle and any other vehicles cooperating with the first vehicle to coordinate with the third vehicle to direct one or more headlights of the third vehicle to better illuminate the path for the first, second, and third vehicles. As a further non-limiting example, the third vehicle cooperative lighting message may request the third vehicle to maintain or increase the lighting level of the roadway area in the direction of travel of the first vehicle.

[0104] Additionally, the lighting messaging module 414 may be configured to transmit a collaborative lighting message including a collaborative lighting plan. The collaborative lighting plan may instruct a first vehicle to direct one or more headlights of the first vehicle to illuminate a target uncertainty area that is positioned relative to the first vehicle in a direction different from the first vehicle's direction of travel. The collaborative lighting plan may define how a first and a second vehicle may collaboratively direct one or more headlights to illuminate a portion of a pathway common to the first and second vehicles. The collaborative lighting plan may illuminate a larger continuous area of ​​the pathway on which the first and second vehicles are traveling than the continuous area of ​​the pathway that would be illuminated if the first and second vehicles were aiming their headlights in their respective directions of travel. Directing the one or more headlights of the first vehicle according to the collaborative lighting plan may illuminate the pathway simultaneously with the second vehicle illuminating the pathway.

[0105] A collaborative lighting plan may identify an area on a road that a second vehicle requests a first vehicle to illuminate with its headlights. The collaborative lighting plan may identify an uncertain area on the road that the second vehicle needs to continue illuminating so that the collision avoidance and / or vehicle navigation system in the requesting vehicle can further classify and avoid any obstacles in the area. The collaborative lighting plan may define how the first and second vehicles should collaboratively direct one or more headlights to illuminate a portion of the road that is common to the first and second vehicles. The collaborative lighting plan may illuminate a larger continuous area of ​​the roadway on which the first and second vehicles are traveling than the continuous area of ​​the roadway that the first and second vehicles would illuminate if their headlights were aimed in their respective directions of travel. Directing the one or more headlights of the first vehicle according to the collaborative lighting plan may illuminate the roadway simultaneously with the one or more headlights of the second vehicle. The collaborative lighting plan may identify an area on the roadway that the second vehicle may request better illumination from the first vehicle. The collaborative lighting plan may alternatively or additionally identify an uncertainty area on the roadway that the second vehicle needs to continue to illuminate to enable the collision avoidance and / or vehicle navigation system in the requesting vehicle to further classify and avoid any obstacles in the area.

[0106] A collaborative lighting plan can direct one or more vehicles in a platoon to direct one or more headlights of the respective vehicles in a direction different from the direction of travel of the platoon. In this way, a collaborative lighting plan can direct two or more vehicles in a platoon to direct one or more headlights to improve roadway illumination for the entire platoon. Furthermore, a collaborative lighting plan can direct a vehicle in a platoon to turn off or dim one or more headlights of the vehicle. The collaborative lighting plan can be dependent on the current relative position of one or more vehicles in the platoon within the platoon. Furthermore, the collaborative lighting plan can take into account received vehicle position information.

[0107] The target area detection module 416 can be configured to detect target uncertainty areas for which the vehicle processor determines that additional lighting is required. The target area detection module 416 can be configured to use sensors (e.g., radar perception layer 202, camera perception layer 204, etc.) or other inputs (e.g., V2X communications) to detect areas around the vehicle for which more information is required, such as to classify and / or track objects. The additional information may be required by vehicle safety systems that use vision systems to identify conditions that may affect how the vehicle operates or should operate. For example, if a vehicle processor analyzing camera data detects that an object, creature, or other vehicle is approaching or being approached by the host vehicle, the vehicle processor can control the host vehicle (e.g., via the motion planning and control layer 214) to slow down, speed up, change direction, or perform any other necessary actions to avoid a collision or other undesirable interaction in the situation. However, dark or low-light conditions may hinder a comprehensive assessment of the conditions near the vehicle based on camera images. For example, a vehicle's radar or lidar system may detect an area that includes objects that should be imaged for classification for tracking and avoidance purposes, but low light levels may prevent accurate analysis of the detected objects using a camera system. To address this, various embodiments use collaborative headlight guidance to enable a vehicle to enlist the assistance of other vehicles to provide additional lighting by directing headlights toward insufficiently lit areas determined to be of interest (e.g., conditions associated with a high probability of posing a risk to the requesting vehicle, other vehicles, or other negative interactions with the condition).

[0108] Various conditions can be detected by the vehicle's image and object recognition system (e.g., image and object recognition processor 306) using input from the vehicle's sensors. Such a system can enable the vehicle processor to detect conditions on the road (e.g., potholes, flooding, objects, creatures, etc.) or off-road conditions (e.g., creatures or vehicles approaching the road, fallen trees, moving objects, etc.). Detected conditions may need to constitute a minimum level of importance to warrant being considered a "condition of interest." For example, a large, stationary boulder on the side of the road may not require additional attention, but the same boulder rolling toward the road may be a threat. Thus, the vehicle processor may access a database, memory, logic engine, or other system to determine whether the detected condition constitutes a minimum level of importance or threat to be treated as a condition of interest.

[0109] When lighting conditions are too low (i.e., below a lighting threshold), the camera system may not be able to perform threat assessments or the threat assessments may be inaccurate. Thus, the vehicle processor may specify or have specified a minimum lighting threshold for performing object classification / recognition using the camera system. If the vehicle object recognition system detects an off-road object (such as based on a radar return) for which the minimum lighting threshold is not met and thus the camera system will be unable to classify and track the object, the area around the detected object may be considered a "target uncertainty zone" requiring better lighting.

[0110] The minimum illumination threshold level may also correspond to a threshold illumination level above which additional illumination from one or more headlights of another vehicle may not aid the object recognition system in object classification, identification, or tracking. Thus, an area within sensor range (e.g., radar and / or camera range) may not be considered or referred to as a "target uncertainty area" if there is sufficient illumination for the camera system. Thus, the vehicle processor may designate a detected off-road object as a "target uncertainty area" only if the vehicle processor determines that the illumination conditions in the area are below the minimum illumination threshold.

[0111] Additionally, although conditions of interest may exist within an area having lighting conditions below a minimum lighting threshold, the vehicle processor may not consider the area a target uncertainty area for collaborative lighting purposes if no other vehicles capable of performing cooperative headlight guidance are available nearby.

[0112] Thus, the vehicle processor can designate an area as a target uncertainty area in response to determining that conditions of interest exist in the area, that lighting conditions in the area are below a minimum lighting threshold, and that one or more other vehicles are present in the area that can assist in providing additional lighting. Once the target uncertainty area is designated, the vehicle processor can transmit a collaborative lighting message to coordinate a collaborative lighting plan with the other vehicles. The collaborative lighting plan can instruct the other vehicles to direct one or more headlights to illuminate the target uncertainty area or otherwise assist in illuminating the area.

[0113] The platoon coordination module 418 can be configured to coordinate, organize, and manage various aspects of platooning. When forming a platoon, the platoon coordination module 418 can consider input provided by each vehicle, such as the vehicle's destination, timing constraints, and / or current location and speed. The selection and change of platoon formations can be determined based on several factors, such as the number of vehicles platooning or the geometry of the road. For example, a single-lane road may be limited to a single linear formation, while a highway with more than one lane may allow platoons to be formed as multi-lane vehicle clusters. Furthermore, a platoon need not utilize all available lanes on a highway (e.g., leaving the leftmost lane free for other vehicles to pass).

[0114] The platoon coordination module 418 can consider platoon objectives or priorities when implementing a platoon control plan or its sub-elements (such as a collaborative lighting plan). For example, if fuel or energy efficiency is a priority for a platoon, a straight, closely spaced formation can be used to achieve traction efficiency. Similarly, one or more vehicles in a platoon can be directed to dim or turn off one or more of their headlights to minimize energy consumption.

[0115] Vehicles participating in a platoon formation may need to be equipped with a platoon cooperation module 418 or some equivalent. Additionally, vehicles traveling in a platoon may require V2V communication capabilities and the ability to implement at least a core subset of platoon control plans, communication protocols, and associated processing and maneuvering functions. Some vehicles may be capable of and configured to assume any role within a platoon. Other vehicles may be constrained to a narrower range of roles within the formation based on vehicle equipment or driver / occupant characteristics.

[0116] In some embodiments, the vehicle computing system(s) 402 and the other vehicle computing system(s) 404 can communicate with each other via a wireless network 430 (such as a V2V wireless communication link). Additionally, the vehicle computing system(s) and the other vehicle computing system(s) 404 can be connected to a wireless communication network that provides access to external resources 430. For example, such electronic communication links can be established at least in part via a network (such as the Internet and / or other networks). It will be appreciated that this is not intended to be limiting, and the scope of the present disclosure includes embodiments in which the vehicle computing system(s) 402, the other vehicle computing system(s) 404, and / or the external resources 430 can be operably linked via some other communication medium.

[0117] The other vehicle computing system 404 may also include one or more processors configured to execute computer program modules configured by machine-executable instructions 406. The computer-executable instructions 406 may include one or more instruction modules, which may include one or more of the following: a collaborative lighting message receiving module 408, a headlight guidance module 410, a vehicle cooperation determination module 412, a lighting message transmission module 414, a target area detection module 416, a platoon cooperation module 418, and / or other instruction modules similar to the vehicle computing system 402 of the first vehicle as described.

[0118] External resources 430 may include information sources external to system 400, external entities participating with system 400, and / or other resources. For example, external resources 430 may include map data resources, highway information systems, weather forecast services, etc. In some embodiments, some or all of the functionality attributed herein to external resources 430 may be provided by resources included in system 400.

[0119] Vehicle computing system(s) 402 may include electronic storage 420, one or more processors 422, and / or other components. Vehicle computing system(s) 402 may include communication links or ports to enable information exchange with a network and / or other vehicle computing systems. Figure 4 The illustration of vehicle computing system(s) 402 in FIG. 1 is not intended to be limiting. Vehicle computing system(s) 402 may include multiple hardware, software, and / or firmware components that operate together to provide the functionality attributed herein to vehicle computing system(s) 402. For example, vehicle computing system(s) 402 may be implemented by a cloud of vehicle computing systems operating together as vehicle computing system(s) 402.

[0120] Electronic storage 420 may include non-transitory storage media that electronically stores information. The electronic storage media of electronic storage 420 may include one or both of system storage provided integrally with the vehicle computing system(s) 402 (i.e., essentially non-removable) and / or removable storage that is removably connected to the vehicle computing system(s) 402 via, for example, a port (e.g., a Universal Serial Bus (USB) port, a FireWire port, etc.) or a drive (e.g., a disk drive, etc.). Electronic storage 420 may include one or more of the following: optically readable storage media (e.g., optical disks, etc.), magnetically readable storage media (e.g., magnetic tape, a magnetic hard drive, a floppy disk drive, etc.), charge-based storage media (e.g., EEPROM, RAM, etc.), solid-state storage media (e.g., flash drives, etc.), and / or other electronically readable storage media. Electronic storage 420 may include one or more virtual storage resources (e.g., cloud storage, a virtual private network, and / or other virtual storage resources). Electronic storage 420 may store software algorithms, information determined by processor(s) 422 , information received from vehicle computing system(s) 402 , information received from other vehicle computing system(s) 404 , and / or other information that enables vehicle computing system(s) 402 to function as described herein.

[0121] The processor(s) 422 may be configured to provide information processing capabilities in the vehicle computing device(s) 402. As such, the processor(s) 422 may include one or more of a digital processor, an analog processor, a digital circuit designed to process information, an analog circuit designed to process information, a state machine, and / or other mechanisms for electronically processing information. Figure 4 408, 410, 412, 414, 416, and / or 418 and / or other modules. The processor(s) 422 may be configured to execute modules 408, 410, 412, 414, 416, and / or 418 and / or other modules by software, hardware, firmware, some combination of software, hardware, and / or firmware, and / or other mechanisms for configuring the processing capabilities on the processor(s) 422. As used herein, the term "module" may refer to any component or collection of components that performs the functionality attributed to the module. This may include one or more physical processors, processor-readable instructions, circuitry, hardware, storage media, or any other component during the execution of processor-readable instructions.

[0122] It should be appreciated that although modules 408, 410, 412, 414, 416, and / or 418 are Figure 4 414, 416, and / or 418. Although illustrated as being implemented within a single processing unit, in embodiments where processor(s) 422 include multiple processing units, one or more of modules 408, 410, 412, 414, 416, and / or 418 may be implemented remotely from the other modules. The descriptions below of the functionality provided by different modules 408, 410, 412, 414, 416, and / or 418 are for illustrative purposes and are not intended to be limiting, as any of modules 408, 410, 412, 414, 416, and / or 418 may provide more or less functionality than described. For example, one or more of modules 408, 410, 412, 414, 416, and / or 418 may be eliminated, and some or all of their functionality may be provided by other modules 408, 410, 412, 414, 416, and / or 418. As another example, processor(s) 422 may be configured to execute one or more additional modules that may perform some or all of the functionality attributed below to one of modules 408 , 410 , 412 , 414 , 416 , and / or 418 .

[0123] Figure 5A and 5B An environment 500 is illustrated in which two vehicles 100a, 100b are being guided using cooperative headlights. Figure 5C The same environment 500 is illustrated, but with an additional vehicle 100c approaching two other vehicles 100a, 100b. Referring to Figures 1 through 5A and 5C, the aforementioned vehicle (e.g., 100) may represent any or all of the vehicles 100a, 100b, 100c. The environment 500 includes three vehicles 100a, 100b, 100c, one of which is traveling on a road 10 (i.e., a thoroughfare) in an opposite direction to the other two vehicles. The road 10 happens to be a three-lane road with one lane dedicated to travel in one direction (i.e., in the opposite direction). Figures 5A to 5C ), and two lanes (i.e., the leftmost lane in the orientation shown in Figures 5A to 5C The methods and systems of various embodiments may be applied to any thoroughfare, whether or not it is a paved and clearly marked road.

[0124] Reference Figure 5A, two vehicles 100a, 100b are traveling in opposite directions along road 10. Each of the first vehicle 100a and the second vehicle 100b has its headlights 160a, 160b aimed forward (i.e., in the direction of travel of each vehicle 100a, 100b, respectively). This results in an overlapping area 565 of the combined headlights 160a, 160b.

[0125] According to various embodiments, either vehicle 100a or 100b may initiate a collaborative headlight guidance arrangement. For example, a processor of the second vehicle 100b may determine whether the second vehicle 100b is capable of cooperating with the first vehicle 100a according to a collaborative lighting plan. In response to determining that the second vehicle 100b is capable of cooperating with the first vehicle 100a according to the collaborative lighting plan, the second vehicle 100b may transmit a first collaborative lighting message to the first vehicle 100a via a wireless communication link 192. While the wireless communication link 192 may be RF communication, alternatively, the communication link 192 may utilize signaling embedded in beams from the vehicle headlights 160a and 160b. A unique identifier (ID) or fingerprint may be encoded in each vehicle's headlight 160a and 160b using visible light-based communication methods. In this way, each vehicle can observe messages for cooperating on headlight guidance, as well as the vehicle IDs of other vehicles whose headlights include such encoding, through visible light-based communication. Thus, vehicles can transmit cooperative lighting messages including vehicle IDs to facilitate cooperation between any two vehicles. Optionally, the vehicle IDs can be changed (e.g., rotated) periodically (e.g., hourly or daily) to protect privacy and prevent tracking by visible light-based communication receivers along the road. In some embodiments, the vehicle IDs can be encoded in vehicle headlight radiation to supplement RF communications of messages for cooperative headlight guidance, enabling vehicles to associate RF communications with specific vehicles, which can facilitate cooperative headlight guidance in areas where many vehicles are present.

[0126] Once the first vehicle receives the first collaborative lighting message, the first vehicle 100a, like the second vehicle 100b, may determine whether the first vehicle 100a is capable of cooperating with the second vehicle 100b according to the collaborative lighting plan. In response to determining that the first vehicle 100a is capable of cooperating with the second vehicle 100b according to the collaborative lighting plan, the first vehicle 100b may transmit a second collaborative lighting message to the second vehicle 100b via the wireless communication link 192. The second collaborative lighting message may indicate that the first vehicle 100a is capable of cooperating with the second vehicle 100b according to the collaborative lighting plan. Receipt of the second collaborative lighting message by the second vehicle 100b may indicate to the second vehicle 100b that the first vehicle agrees to follow the collaborative lighting plan. For example, the second vehicle 100b may transmit an RF-based and / or visible light-based acknowledgement and / or consent message to the first vehicle 100a, optionally using the encoded vehicle ID of the first vehicle 100a, so that the first vehicle can confirm that the second vehicle 100b is responding to the correct collaborative lighting plan communication.

[0127] Reference Figure 5B , both vehicles 100a, 100b now direct their headlights 160a, 160b according to the collaborative lighting plan, which in this example directs one or more headlights 160a, 160b toward the shoulder of their respective roadsides. In this way, both vehicles 100a, 100b direct their headlights away from being almost directly aimed at each other. In addition, the collaborative lighting plan provides more illumination for off-road areas, on each side of road 10, which can highlight objects or creatures in those areas. Alternatively, the adjustable-beam headlight system may be able to narrow the beam of one or more headlights, allowing the headlights to be directed away from oncoming vehicles without illuminating as much of the off-road area alongside road 10.

[0128] Reference Figure 5C , when the first vehicle 100a is passing the second vehicle 100b, the third vehicle 100c is overtaking the first vehicle 100a. According to various embodiments, when the third vehicle 100c approaches the first vehicle 100a, the processor of the third vehicle 100c may determine whether the third vehicle 100c is capable of cooperating with the first vehicle 100a according to the new cooperative lighting plan (which may be different from the existing cooperative lighting plan). Alternatively, if the second vehicle 100b is within the visual and communication range of the third vehicle 100c, the third vehicle 100c may determine whether the third vehicle 100c is still capable of cooperating with the second vehicle 100b. For the purposes of this example, it is assumed that the third vehicle is not attempting to cooperate with the second vehicle.

[0129] In response to the third vehicle 100c determining that it is capable of cooperating with the first vehicle 100a according to the new cooperative lighting plan, the third vehicle 100c may transmit a third cooperative lighting message to the first vehicle 100a via the wireless communication link 192. Once the first vehicle receives the third cooperative lighting message, the first vehicle 100a, like the third vehicle 100c, may determine whether it is capable of cooperating with the third vehicle 100c according to the new cooperative lighting plan. In this example, because the first and second vehicles 100a and 100b are still in the process of executing the cooperative lighting plan initiated by the second vehicle 100b, the first vehicle 100a may not be able to accept the new cooperative lighting plan received from the third vehicle 100c.

[0130] In response to determining that the first vehicle 100a is unable to use the new collaborative lighting plan, the first vehicle 100b may transmit an updated collaborative lighting plan to the second and third vehicles 100b, 100c via the wireless communication link 192. The updated collaborative lighting plan may incorporate the headlight guidance of the third vehicle into the original collaborative lighting plan between the first vehicle 100a and the second vehicle 100b. In this example, after receiving the updated collaborative lighting plan, the first and second vehicles 100a, 100b maintain the headlight guidance configuration of the original collaborative lighting plan, while the third vehicle 100c directs one or more of its headlights toward the right shoulder, thereby avoiding overlap or significant overlap with the one or more headlights 160a of the first vehicle 100a.

[0131] Figure 6A 、 6B , 6C, 7A, 7B, 7C, 8 and / or 9 respectively illustrate the operation of methods 600, 603, 605, 700, 703 and 705 for cooperative headlight guidance between vehicles according to various embodiments. Figures 1A to 9, methods 600, 603, 605, 700, 703, and 705 can be implemented in a processor (e.g., 164), a processing device (e.g., 300), and / or a control unit (e.g., 104) (variously referred to as a "processor") of a vehicle (e.g., 100, 100a, 100b, or 100c). In some embodiments, methods 600, 603, 605, 700, 703, and 705 can be performed by one or more layers within a vehicle management system stack, such as a vehicle management system (e.g., 200, 250). In some embodiments, methods 600, 603, 605, 700, 703, and 705 can be performed by a processor independently of, but in conjunction with, a vehicle control system stack, such as a vehicle management system. For example, methods 600, 603, 605, 700, 703, and 705 may be implemented as stand-alone software modules or within dedicated hardware that monitors data and commands from / within a vehicle management system and is configured to take actions and store data as described.

[0132] Figure 6A and 8 A method 600 of cooperative headlight guidance between vehicles according to various embodiments is illustrated. The operations of the method 600 are also Figure 8 Chinese commentary, Figure 8 Interaction between a first vehicle 100a implementing the method 600 and another (ie, second) vehicle 100b implementing the method 700 illustrated in FIG. 7 is shown. Figure 8 The operations in the blocks shown in correspond to the operations of similarly numbered blocks of methods 600 and 700 described below.

[0133] In block 602, a first vehicle processor may receive a first collaborative lighting message 652 from a second vehicle. The first collaborative lighting message 652 may request the first vehicle to direct one or more headlights of the first vehicle in coordination with the second vehicle directing one or more headlights of the second vehicle according to a collaborative lighting plan.

[0134] In block 608 , the first vehicle processor may direct one or more headlights of the first vehicle according to the collaborative lighting plan.

[0135] In some embodiments, the processor may repeat the operations in blocks 602 and 608 to periodically or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0136] Figure 6B and 8 Illustrated is a method 603 of cooperative headlight guidance between vehicles, according to some embodiments.

[0137] In block 604 , following the operations of block 602 in method 600 , the processor of the first vehicle may determine whether the first vehicle is capable of cooperating with the second vehicle according to the cooperative lighting plan.

[0138] In block 606 , the processor may transmit a second collaborative lighting message 656 to the second vehicle in response to determining that the first vehicle is capable of cooperating with the second vehicle according to the collaborative lighting plan.

[0139] In some embodiments, the processor may repeat any or all of the operations in blocks 604 and 606 to repeatedly or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0140] Figure 6C and 9 Illustrated is a method 605 of cooperative headlight guidance between vehicles, according to some embodiments.

[0141] In block 610, the processor may perform operations including receiving, via the first vehicle processor, a third collaborative lighting message 852 from a third vehicle. The third collaborative lighting message 852 may request the first and / or second vehicles to respectively direct one or more headlights of the first and / or second vehicles in coordination with the third vehicle directing one or more headlights of the third vehicle according to a modified collaborative lighting plan.

[0142] In block 616 , the processor may perform operations including directing, by the first vehicle processor, one or more headlights of the first vehicle according to the modified collaborative lighting plan.

[0143] In some embodiments, the processor may repeat any or all of the operations in blocks 610 and 616 to repeatedly or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0144] Figure 7A and 8 A method 700 of cooperative headlight guidance between vehicles is illustrated, according to some embodiments.

[0145] In block 704, the second vehicle processor may transmit a first collaborative lighting message 652 to the first vehicle. The first collaborative lighting message 652 may request the first vehicle to direct one or more headlights of the first vehicle in coordination with the second vehicle directing one or more headlights of the second vehicle according to a collaborative lighting plan.

[0146] In block 708 , the second vehicle processor may direct one or more headlights of the second vehicle according to the collaborative lighting plan.

[0147] In some embodiments, the processor may repeat any or all of the operations in blocks 704 and 708 to repeatedly or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0148] Figure 7B and 8 A method 703 of cooperative headlight guidance between vehicles is illustrated in accordance with some embodiments.

[0149] In block 706, the second vehicle processor may receive a second collaborative lighting message 656 from the first vehicle. Receiving the second collaborative lighting message 656 may indicate that the first vehicle agrees to follow the collaborative lighting plan. In this manner, directing one or more headlights of the second vehicle according to the collaborative lighting plan may be responsive to receiving the second collaborative lighting message 656.

[0150] In some embodiments, the processor may repeat any or all of the operations in block 706 to repeatedly or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0151] Figure 7C and 9 A method 705 of cooperative headlight guidance between three vehicles according to some embodiments is illustrated. The operations of methods 600, 700, and 705 are also described in detail. Figure 9 Chinese commentary, Figure 9 Interactions between a first vehicle 100a implementing method 600 , a second vehicle 100b implementing method 700 , and a third vehicle 100b implementing method 705 are shown. Figure 8 The operations in the blocks shown in correspond to the operations of similarly numbered blocks of methods 600 and 700 described below.

[0152] In block 710, the second vehicle processor may transmit a modified collaborative lighting plan via a fourth collaborative lighting message 954. The modified collaborative lighting plan may request that the first and second vehicles respectively direct one or more headlights of the first and second vehicles in coordination with a third vehicle directing one or more headlights of the third vehicle.

[0153] In block 712 , the second vehicle processor may direct one or more headlights of the second vehicle according to the modified collaborative lighting plan.

[0154] In some embodiments, the second vehicle processor may repeat any or all of the operations in blocks 710 and 712 to repeatedly or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by either vehicle.

[0155] Figure 8 Illustrated are additional operations that may be performed by a processor of a second vehicle when initiating cooperative headlight guidance between vehicles, according to some embodiments.

[0156] In block 702, a processor of a second vehicle may determine whether the second vehicle is capable of cooperating with a first vehicle according to a collaborative lighting plan. As part of the operations in block 702, the processor of the second vehicle may determine elements of the collaborative lighting plan that may be implemented by both the first vehicle and the second vehicle (i.e., to achieve collaboration on lighting).

[0157] In some embodiments, the processor may repeatedly Figure 8 to collaboratively direct one or more headlights according to a collaborative lighting plan, either repeatedly or continuously.

[0158] Figure 9 Additional elements of cooperative headlight guidance between vehicles according to some embodiments are illustrated.

[0159] In block 612 , the processor of the first vehicle may determine whether the first vehicle can cooperate with a third vehicle to illuminate a roadway.

[0160] In block 614 , the first vehicle processor may transmit a fourth collaborative lighting message 954 to the second vehicle and a fifth collaborative lighting message 956 to the third vehicle in response to determining that the first vehicle is capable of cooperating with the second and third vehicles according to the modified collaborative lighting plan.

[0161] In block 902 , a processor of a third vehicle may determine whether the third vehicle can cooperate with a first vehicle according to another collaborative lighting plan.

[0162] In block 904, the third vehicle processor may transmit a third collaborative lighting message 852 to the first vehicle. The third collaborative lighting message 852 may request the first vehicle to direct one or more headlights of the first vehicle in coordination with the third vehicle directing one or more headlights of the third vehicle according to another collaborative lighting plan.

[0163] In block 906, the third vehicle processor may receive a fifth collaborative lighting message 956 from the first vehicle. Receipt of the fifth collaborative lighting message 956 may indicate that the first vehicle agrees to follow the modified collaborative lighting plan. In this manner, directing one or more headlights of the third vehicle according to the modified collaborative lighting plan may be responsive to receipt of the fifth collaborative lighting message 956.

[0164] In block 908 , the third vehicle processor may direct one or more headlights of the third vehicle according to the modified collaborative lighting plan.

[0165] In some embodiments, the processors of the first, second, and third vehicles may repeat Figure 9 to repeatedly or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0166] Figure 10A An environment 1000 is illustrated in which two vehicles 100a, 100b are being guided using cooperative headlights. Figure 10B The same environment 1000 is illustrated, but with an additional vehicle 100c approaching two other vehicles 100a, 100b. Referring to Figures 1 to 10A and Figure 10B The above-mentioned vehicle (e.g., 100) may represent any or all of the vehicles 100a, 100b, and 100c. The environment 1000 includes Figure 10A The two vehicles 100a, 100b and Figure 10B In the example shown, there are three vehicles 100a, 100b, 100c, one of which is traveling in the opposite direction to the other two vehicles on the road 10 (i.e., a thoroughfare). In the illustrated example, the road 10 is a three-lane road with one lane dedicated to traveling in one direction (i.e., in the Figure 10A and 10B ) and two lanes (i.e., the leftmost lane in the orientation shown in Figure 10A and 10B The right two lanes in the orientation shown in ). In addition, Figure 10A and 10B In FIG, object 30 (illustrated as a running deer) is located on one side of the road and moves toward road 10. Although road 10 is illustrated as a paved highway, the methods and systems of various embodiments are applicable to any thoroughfare, whether or not it is a paved and / or clearly marked road.

[0167] Reference Figure 10A, two vehicles 100a and 100b are traveling in opposite directions along a road 10. The first vehicle 100a is illustrated as having directed its headlights 160a toward a target uncertainty region 1010 in which an object is located or is traveling. The second vehicle 100b is illustrated as having its headlights 160b aimed forward (i.e., in the direction of travel of the second vehicle 100b). The road 10 is illustrated as including a streetlight 20 that provides illumination in an illuminated area 25 covering a portion of the road 10.

[0168] According to various embodiments, either vehicle 100a, 100b may detect a target uncertainty region 1010. The processors of the vehicles 100a, 100b may repeatedly, continuously, periodically, or otherwise scan the vehicle's surroundings (i.e., on and off the road 10 in the surrounding area) for conditions in an area that may be considered a target uncertainty region (e.g., 1010). Figure 10A In the example illustrated in , the second vehicle 100b first detects the target uncertainty area 1010.

[0169] In response to the second vehicle 100b detecting the target uncertainty area 1010, the second vehicle 100b may transmit a first-vehicle cooperative lighting message to the first vehicle 100a via the wireless communication link 192. The first-vehicle cooperative lighting message may include a cooperative lighting plan that directs the first vehicle 100a to direct one or more of its headlights toward the target uncertainty area.

[0170] Once the first vehicle receives the first vehicle collaborative lighting message, the first vehicle 100a may check whether the first vehicle 100a is able to cooperate with the second vehicle 100b according to the collaborative lighting plan. Specifically, before directing one or more of its headlights away from the road ahead, the first vehicle 100a may evaluate the lighting conditions in the road ahead to determine whether these road lighting conditions are above a minimum lighting threshold. The minimum lighting threshold for directing lights away from the road and toward a target uncertainty area located outside the road may be the same as the minimum lighting threshold for determining whether an area is a target uncertainty area. Alternatively, the minimum lighting threshold for directing one or more headlights away from the road may be higher or lower than the minimum lighting threshold for determining whether an area is a target uncertainty area. Figure 10A In the example illustrated in , using the lighting sensor readings 1025 , the second vehicle 100b processor may detect an illuminated area 25 covering a portion of the road 10 ahead, which may be above an associated minimum lighting threshold.

[0171] In response to the processor of the first vehicle 100a determining that the first vehicle 100a is capable of cooperating with the second vehicle 100b according to the collaborative lighting plan, the first vehicle 100a may direct one or more headlights of the first vehicle to illuminate the target uncertainty area 1010 according to the first vehicle collaborative lighting message. Alternatively, in response to determining that the first vehicle 100a is capable of cooperating with the second vehicle 100b according to the collaborative lighting plan, the second vehicle 100b may transmit a second vehicle collaborative lighting message to the first vehicle 100a via the wireless communication link 192. The second vehicle collaborative lighting message may indicate that the first vehicle 100a is capable of cooperating with the second vehicle 100b according to the collaborative lighting plan. Receipt of the second vehicle collaborative lighting message by the second vehicle 100b may indicate to the second vehicle 100b that the first vehicle agrees to follow the initial collaborative lighting plan.

[0172] The various embodiments illustrated and described are provided merely as examples illustrating various features of the claims. However, the features shown and described for any given embodiment are not necessarily limited to the associated embodiment and may be used or combined with other embodiments shown and described. Furthermore, the claims are not intended to be limited to any one exemplary embodiment.

[0173] exist Figure 10B In the example illustrated in FIG, just as first vehicle 100a is about to pass second vehicle 100b, third vehicle 100c is immediately behind first vehicle 100a. In some embodiments, upon detecting that third vehicle 100c is immediately behind, the processor of first vehicle 100a may attempt to solicit cooperative lighting assistance from the third vehicle. Because the initial cooperative lighting plan transmitted by second vehicle 100b causes the first vehicle to direct its headlights away from road 10, first vehicle 100a may request that third vehicle 100c maintain or increase the illumination level of the roadway area in the direction of travel of the first vehicle. For example, third vehicle 100c may turn on its high beams or, if applicable, narrow and extend the beam width of its headlights to increase the illumination level in a portion of road 10 further ahead. Thus, the first vehicle 100a may transmit a third vehicle cooperative lighting message to the third vehicle 100c, the third vehicle cooperative lighting message requesting the third vehicle 100c to maintain or increase the lighting level of the road area in the driving direction of the first vehicle 100a.

[0174] Once the third vehicle receives the third-vehicle cooperative lighting message, the third vehicle 100c may check whether it is able to cooperate with the first vehicle 100a as requested. In response to the third vehicle 100c determining that it is able to cooperate with the first vehicle 100a according to the expanded cooperative lighting plan, the third vehicle 100c may transmit a cooperative lighting message to the first vehicle 100a via the wireless communication link 192, agreeing to comply with the third-vehicle cooperative lighting message. The third vehicle 100c may then use one or more headlights 160c of the third vehicle 100c to maintain or increase the illumination level of the roadway area in the direction of travel of the first vehicle. Once the first vehicle receives the cooperative lighting message response from the third vehicle, the first vehicle 100a may direct its one or more headlights to illuminate the target area according to the first-vehicle cooperative lighting message and both the initial and expanded cooperative lighting plans.

[0175] Figure 11A 、 11B , 11C, 12A, 12B, 12C, 13A, 13B, 13C and / or 14 respectively illustrate the operations of methods 1100, 1103, 1105, 1200, 1203, 1205 and 1207 for cooperative headlight guidance between vehicles according to various embodiments. Figures 1A to 14 , methods 1100, 1103, 1105, 1200, 1203, 1205, and 1207 can be implemented in a processor (e.g., 164), a processing device (e.g., 300), and / or a control unit (e.g., 104) (variously referred to as a "processor") of a vehicle (e.g., 100, 100a, 100b, or 100c). In some embodiments, methods 1100, 1103, 1105, 1200, 1203, 1205, and 1207 can be performed by one or more layers within a vehicle management system stack, such as a vehicle management system (e.g., 200, 250). In some embodiments, methods 1100, 1103, 1105, 1200, 1203, 1205, and 1207 can be performed by a processor independently of, but in conjunction with, a vehicle control system stack, such as a vehicle management system. For example, methods 1100, 1103, 1105, 1200, 1203, 1205, and 1207 may be implemented as stand-alone software modules or within dedicated hardware that monitors data and commands from / within a vehicle management system and is configured to take actions and store data as described.

[0176] Figure 11A 、 13A, 13B, 13C and 14 illustrate a method 1100 for cooperative headlight guidance between vehicles according to various embodiments. The operation of the method 1100 is also Figure 13A 、 13B , 13C and 14, Figure 13A 、 13B , 13C and 14 show the first vehicle 100a and the first vehicle 100b of the method 1100. Figure 12A 、 12B and the interaction between another (ie, second) vehicle 100b of the method 1200 illustrated in FIG. 12C. Figure 13A 、 13B The operations in the blocks shown in , 13C, and 14 correspond to the operations of similarly numbered blocks of methods 1100 and 1200 described below.

[0177] In block 1102, a first vehicle processor may receive a first vehicle cooperative lighting message 1252 from a second vehicle. The first vehicle cooperative lighting message 1252 may request the first vehicle to direct one or more headlights of the first vehicle according to a cooperative lighting plan to illuminate a target uncertainty area located in a direction different from the first vehicle's direction of travel relative to the first vehicle. The first vehicle cooperative lighting message 1252 may include location identification information of the target area for directing the one or more headlights of the first vehicle. Additionally or alternatively, the first vehicle cooperative lighting message 1252 may include timing information for requesting illumination of the target area. The first vehicle cooperative lighting message 1252 may have been sent by the second vehicle to the first vehicle as a warning regarding a potential threat to the first vehicle located in the target area. The first vehicle cooperative lighting message 1252 may include a cooperative lighting plan in which the second vehicle directs its headlights to illuminate an area of ​​the roadway in the direction of travel of the first vehicle.

[0178] Depending on the circumstances, the first and second vehicles may be traveling in opposite directions, the same direction, or different directions.The target uncertainty region may represent an uncertainty region about which the second vehicle is seeking more information to identify elements contained therein.

[0179] In block 1110 , the first vehicle processor may direct one or more headlights of the first vehicle to illuminate the target area according to the first vehicle cooperative lighting message.

[0180] In some embodiments, the processor may repeat the operations in blocks 1102 and 1110 to periodically or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0181] Figure 11B 、 13A , 13B, 13C, and 14 illustrate a method 1103 of cooperative headlight guidance between vehicles according to some embodiments.

[0182] In block 1104, following the operations in block 1102 of method 1100, the processor of the first vehicle may determine whether the first vehicle is capable of directing one or more headlights of the first vehicle to be positioned in a target uncertainty region in a direction different from the direction of travel of the first vehicle. Following the operations in block 1104, the processor may perform the operations in block 1110 as described.

[0183] In some embodiments, the processor may repeatedly or continuously repeat the operations in block 1104 according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0184] Figure 11C and 14 Illustrated is a method 1105 of cooperative headlight guidance between vehicles, according to some embodiments.

[0185] In block 1112 , following the operations of blocks 1102 or 1104 in methods 1110 or 1103 , respectively, the first vehicle processor may perform operations including determining whether a third vehicle is available to perform cooperative lighting.

[0186] In block 1114, the first vehicle processor may transmit a third vehicle cooperative lighting message 1452 with a cooperative lighting request to the third vehicle using a transceiver (e.g., 180). The third vehicle cooperative lighting message 1452 may request the third vehicle to maintain or increase the lighting level of the road area in the direction of travel of the first vehicle.

[0187] In block 1116, the first vehicle processor, using the transceiver, may receive from the third vehicle an agreement 1454 to the collaborative lighting request 1452 transmitted in block 1114. Following the operations in block 1116, the processor may perform the operations in block 1110 as described.

[0188] In some embodiments, the processor may repeat any or all of the operations in blocks 1112 , 1114 , and 1116 to repeatedly or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0189] Figure 12A 、 13A, 13B, 13C, and 14 illustrate a method 1200 of cooperative headlight guidance between vehicles according to some embodiments.

[0190] In block 1202, a processor of a second vehicle may detect a target uncertainty region for which a camera system requires additional lighting to reduce an assessed uncertainty level. Detecting the target uncertainty region may include detecting that an object is moving toward a road on which the first vehicle is traveling. In various embodiments, detecting the target uncertainty region may include determining that a condition of interest exists in the region, determining that lighting conditions in the region are below a minimum lighting threshold, and determining that one or more other vehicles that may be able to assist in providing additional lighting are located in the region.

[0191] Depending on the circumstances, the first and second vehicles may be traveling in opposite directions, the same direction, or different directions. The target uncertainty region may represent an uncertainty region about which the second vehicle is seeking more information to identify elements contained therein. The target uncertainty region may not be located on the road on which the second vehicle is traveling.

[0192] In block 1204, the second vehicle processor may transmit a first vehicle cooperative lighting message 1252 to the first vehicle using a transceiver (e.g., 180). The first vehicle cooperative lighting message 1252 may request the first vehicle to direct one or more headlights of the first vehicle to illuminate a target uncertainty area that is located in a direction different from the direction of travel of the first vehicle relative to the first vehicle. The first vehicle cooperative lighting message 1252 may include a cooperative lighting plan that includes the first and second vehicles cooperatively directing one or more headlights to illuminate the target uncertainty area. Alternatively or additionally, the first vehicle cooperative lighting message 1252 may include a cooperative lighting plan that includes the second vehicle illuminating a roadway in the direction of travel of the second vehicle.

[0193] In some embodiments, the processor may repeat the operations in blocks 1202 and 1204 to periodically or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0194] Figure 12B 、 13A , 13B, and 13C illustrate a method 1103 of cooperative headlight guidance between vehicles according to some embodiments.

[0195] In block 1206, following the operations of block 1204 in method 1203, the processor of the second vehicle may receive a second cooperative lighting message 1254 from the first vehicle using a transceiver (e.g., 180). The second cooperative lighting message 1254 may request the second vehicle to direct one or more headlights of the second vehicle to illuminate the road in the direction of travel of the first vehicle. In some environments, having the second vehicle illuminate the road for the first vehicle may enable the first vehicle to direct its one or more headlights away from its direction of travel and toward the target uncertainty area while receiving sufficient illumination of the road to safely navigate.

[0196] In optional block 1208, the processor of the second vehicle may use the transceiver to transmit a first vehicle collaborative lighting message 1256 to the first vehicle requesting the first vehicle to direct one or more headlights of the first vehicle to illuminate a target uncertainty area relative to the first vehicle that is positioned in a direction different from the direction of travel of the first vehicle.

[0197] In some embodiments, the processor may repeat the operations in block 1206 and optional block 1208 to periodically or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0198] Figure 12C 、 13A and 13B illustrate a method 1205 of cooperative headlight guidance between vehicles, according to some embodiments.

[0199] In block 1210 , following the operations of any of blocks 1204 , 1206 , or 1208 in methods 1200 or 1203 , the processor of the second vehicle may direct one or more headlights of the second vehicle to illuminate an area of ​​the road in the direction of travel of the first vehicle.

[0200] In some embodiments, the processor may repeat the operations in block 1210 to periodically or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0201] Figure 12D and 13C Illustrated is a method 1207 of cooperative headlight guidance between vehicles, according to some embodiments.

[0202] In block 1212, following the operations of block 1204 in method 1200, the processor of the second vehicle, using a transceiver (e.g., 180), may receive a second collaborative lighting message 1258 from the first vehicle. The second collaborative lighting message 1258 may include a counter-proposal in which the first vehicle proposes to direct one or more headlights of the first vehicle to illuminate a road in the direction of travel of the second vehicle and requests that the second vehicle direct one or more headlights of the second vehicle to illuminate a target uncertainty area.

[0203] In block 1216 , the processor of the second vehicle may direct one or more headlights of the second vehicle to illuminate the target uncertainty area.

[0204] In some embodiments, the processor may repeat the operations in blocks 1212 and 1216 to periodically or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0205] Figure 13B Additional operations for cooperative headlight guidance between vehicles according to some embodiments are illustrated.

[0206] In block 1106, following the operations of block 1104 in method 1103, the processor of the first vehicle may transmit a second-vehicle cooperative lighting message 1254 to the second vehicle using a transceiver (e.g., 180). The second cooperative lighting message 1254 may request the second vehicle to direct one or more headlights of the second vehicle to illuminate a roadway in the direction of travel of the first vehicle.

[0207] In optional block 1108, the processor of the first vehicle, using a transceiver (e.g., 180), may receive another first-vehicle cooperative lighting message 1256 from the second vehicle. The another first-vehicle cooperative lighting message 1256 may request the first vehicle to direct one or more headlights of the first vehicle to illuminate a target uncertainty area relative to the first vehicle that is located in a direction different from the direction of travel of the first vehicle. After the operations in optional block 1108, the processor may follow the operations in block 1110 as described.

[0208] Figure 14 Additional elements of cooperative headlight guidance between vehicles according to some embodiments are illustrated.

[0209] In block 1402, a processor of a third vehicle, using a transceiver (e.g., 180), may receive a third-vehicle cooperative lighting message 1452 from the first vehicle. The third-vehicle cooperative lighting message 1452 may request the third vehicle to maintain or increase the lighting level of a roadway area in the direction of travel of the first vehicle.

[0210] In block 1404 , the third vehicle processor, using the transceiver, may transmit an agreement 1454 to the cooperative lighting request 1452 received in block 1402 to the first vehicle.

[0211] In block 1406 , the third vehicle processor may direct one or more headlights of the third vehicle in accordance with the cooperative lighting request.

[0212] In some embodiments, the processors of the first, second, and third vehicles may repeat Figure 14 to repeatedly or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0213] Figure 15A An environment 1500 is illustrated in which six vehicles 100a, 100b, 100c, 100d, 100e, 100f are grouped together in a platoon to travel together. Figure 15B and 15C The same environment 1500 according to some embodiments is illustrated, but in which six vehicles 100a, 100b, 100c, 100d, 100e, 100f in a platoon are guided using cooperative headlights. Referring to Figures 1 to 15C, a vehicle (e.g., 100) may represent any or all of vehicles 100a, 100b, 100c. In environment 1500, the six vehicles 100a, 100b, 100c, 100d, 100e, 100f in a platoon are traveling in the same direction on road 15 and are grouped together in a cluster. Road 15 is a three-lane road with all lanes dedicated to traveling in the same direction. Although road 15 is illustrated as a paved highway, the methods and systems of various embodiments are applicable to any thoroughfare, whether or not it is a paved and / or clearly marked road.

[0214] Any of the six vehicles 100a, 100b, 100c, 100d, 100e, and 100f can be configured as the leader of a queue 1510. For example, the first vehicle 100a can be the leader, but the leader need not be the lead vehicle. During the formation of queue 1510, vehicles 100a, 100b, 100c, 100d, 100e, and 100f can exchange formation messages with each other and, in particular, with the leader. The leader can compile the vehicle data received in the formation messages to assign a queue position to each vehicle and determine other elements to enable the vehicles to operate safely as a queue. Additionally, in low-light conditions, the leader can determine a collaborative lighting plan that is transmitted to the other vehicles 100b, 100c, 100d, 100e, and 100f in the queue.

[0215] exist Figure 15A In the example illustrated in FIG, each of vehicles 100a, 100b, 100c, 100d, 100e, and 100f aims its headlights 160a, 160b, 160c, 160d, 160e, and 160f in the direction of travel of queue 1510. For example, the center beams 165a and 165b from each of the first and second headlights 160a and 160b extend in a straight line with road 15. When the center beams of all headlights 160a, 160b, 160c, 160d, 160e, and 160f extend in a straight line with road 15, the beams overlap and are redundant. Thus, the leader can determine a collaborative lighting plan to improve the combined lighting provided by queue 1510, making it more efficient and / or covering more area.

[0216] When organizing a queue, multiple locations can be perimeter locations that define the outer boundaries of the queue. For example, the first, second, third, fifth, and sixth vehicles 100a, 100b, 100c, 100e, and 100f are shown as being at perimeter locations. If the queue is sufficiently wide, the queue can include one or more center locations surrounded by other queue vehicles. For example, the fourth vehicle 100d is at a center location and not at one of the multiple perimeter locations.

[0217] exist Figure 15BIn the example illustrated in FIG, each of the vehicles 100a, 100b, 100c, 100d, 100e, 100f directs its headlights 160a, 160b, 160c, 160d, 160e, 160f according to a collaborative lighting plan. This particular collaborative lighting plan causes all vehicles 100a, 100b, 100c, 100d, 100e, 100f to collectively diffuse the combined illumination of their headlights 160a, 160b, 160c, 160d, 160e, 160f. In this manner, each of the vehicles 100a, 100b, 100c, 100d, 100e, 100f directs its respective one or more headlights 160a, 160b, 160c, 160d, 160e, 160f in a direction different from the direction of travel of the queue. For example, the central light beams 165 a , 165 b from the first and second headlights 160 a , 160 b diverge from each other and no longer extend in a straight line with the road 15 .

[0218] exist Figure 15C In the example illustrated in FIG, according to the energy-saving collaborative lighting plan, only the three leading vehicles 100a, 100b, and 100c in each lane of road 15 have their headlights 160a, 160b, and 160c turned on. The remaining vehicles 100d, 100e, and 100f dim their headlights 160d, 160e, and 160f. This energy-saving collaborative lighting plan can save power for the three trailing vehicles 100d, 100e, and 100f and generate less light waste or light pollution. In addition, this energy-saving collaborative lighting plan can guide the three leading vehicles 100a, 100b, and 100c to cooperate by directing their respective one or more headlights 160a, 160b, and 160c outward to collectively illuminate more of road 15 and the area immediately adjacent to road 15.

[0219] Figure 16A 、 16B , 16C, 16D, 16E, 16F, 17A, 17B, 17C, and / or 18 illustrate operations of methods 1600, 1603, 1605, 1607, 1609, 1611, 1700, 1703, and 1705, respectively, for cooperative headlight guidance between vehicles according to various embodiments. Figures 1A to 18, methods 1600, 1603, 1605, 1607, 1609, 1611, 1700, 1703, and 1705 can be implemented in a processor (e.g., 164), a processing device (e.g., 300), and / or a control unit (e.g., 104) (variously referred to as a "processor") of a vehicle (e.g., 100, 100a, 100b, or 100c). In some embodiments, methods 1600, 1603, 1605, 1607, 1609, 1611, 1700, 1703, and 1705 can be performed by one or more layers within a vehicle management system stack, such as a vehicle management system (e.g., 200, 250), etc. In some embodiments, methods 1600, 1603, 1605, 1607, 1609, 1611, 1700, 1703, and 1705 may be performed by a processor independent of, but in conjunction with, a vehicle control system stack, such as a vehicle management system. For example, methods 1600, 1603, 1605, 1607, 1609, 1611, 1700, 1703, and 1705 may be implemented as standalone software modules or within dedicated hardware that monitors data and commands from / within the vehicle management system and is configured to take actions and store data as described.

[0220] Figure 16A Illustrated is a method 1600 for cooperative headlight guidance between vehicles in a platoon according to some embodiments. The operations of the method 1600 are also Figure 18 Chinese commentary, Figure 18 The first vehicle 100a and the first vehicle 100b implementing the method 1600 are shown. Figure 17A 17. The interaction between another (ie, second) vehicle 100b of the method 1700 illustrated in FIG. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in methods 1600 and 1700 described below.

[0221] In block 1606, the first vehicle processor of the first vehicle 100a traveling in the platoon may transmit the collaborative lighting plan to the second vehicle 100b traveling in the platoon. The collaborative lighting plan may be transmitted to the second vehicle 100b via a collaborative lighting message 1825b. Figure 18As illustrated in FIG, the collaborative lighting plan may be transmitted to the third, fourth, fifth, and sixth vehicles 100c, 100d, 100e, and 100f in the queue via collaborative lighting messages 1825c, 1825d, 1825e, and 1825f, respectively. The collaborative lighting plan may instruct the second vehicle 100b to direct one or more headlights of the second vehicle 100b in a direction different from the direction of travel of the queue. In response to receiving the collaborative lighting plan, each of the follower vehicles 100b, 100c, 100d, 100e, and 100f may acknowledge receipt and acceptance of the collaborative lighting plan by transmitting collaborative lighting messages 1830b, 1830c, 1830d, 1830e, and 1830f, respectively.

[0222] In block 1608 , the first vehicle processor may direct one or more headlights of the first vehicle 100a according to the collaborative lighting plan.

[0223] In some embodiments, the processor may repeat the operations in blocks 1606 and 1608 to periodically or continuously cooperatively direct one or more headlights according to the collaborative lighting plan until the plan is completed or canceled by any vehicle or queue leader.

[0224] Figure 16B Illustrated is a method 1603 of cooperative headlight guidance between vehicles in a platoon according to some embodiments. The operations of the method 1603 are also Figure 18 Chinese commentary, Figure 18 The first vehicle 100a and the first vehicle 100b implementing the method 1603 are shown. Figure 17B 1703 (ie, the second vehicle) in the method 1703 described herein. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in methods 1603 and 1703 described below.

[0225] In block 1602, the first vehicle processor of a first vehicle 100a traveling in a queue may receive location information of the second vehicle 100b from a second vehicle 100b via a collaborative lighting message 1805b for use in determining the position of the second vehicle 100b within the queue. Similarly, the first vehicle processor may receive location information from the third, fourth, fifth, and sixth vehicles 100c, 100d, 100e, and 100f via collaborative lighting messages 1805c, 1805d, 1805e, and 1805f, respectively. In response to receiving the location information, the first vehicle processor may compile vehicle data in block 1810.

[0226] In block 1604, the first vehicle processor may determine a collaborative lighting plan based on the received location information.Subsequent to the operations in block 1604, the first vehicle processor may perform the operations in block 1606 of method 1600 as described.

[0227] In some embodiments, the processor may repeat the operations in blocks 1602 and 1604 to periodically or continuously update the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0228] Figure 16C Illustrated is a method 1605 of cooperative headlight guidance between vehicles in a platoon according to some embodiments. The operations of the method 1605 are also Figure 18 Chinese commentary, Figure 18 The first vehicle 100a and the first vehicle 100b implementing the method 1605 are shown. Figure 17C 1705 (ie, the second vehicle) in the method 1705 described herein. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in methods 1605 and 1705 described below.

[0229] Following the operations of block 1604 , the first vehicle processor of the first vehicle 100a traveling in the queue may determine in block 1610 and decision block 1615 whether another vehicle in the queue (ie, a second vehicle) is located at one of the plurality of perimeter locations of the queue.

[0230] In response to determining that the second vehicle in the queue is located at one of the plurality of perimeter locations of the queue (ie, decision block 1615 = "Yes"), the first vehicle processor may perform the operations in block 1606 of method 1600 as described.

[0231] In response to determining that the second vehicle in the queue is not at a perimeter location and is therefore at a center location (i.e., decision block 1615 = "No"), the processor may update the collaborative lighting plan to direct the vehicle that is not at one of the perimeter locations to dim or turn off one or more headlights of the vehicle in block 1612. Following the operations in block 1612, the first vehicle processor may perform the operations in block 1606 of method 1600 as described.

[0232] In some embodiments, the processor may repeat the operations in block 1610 , decision block 1615 , and block 1612 to periodically or continuously update the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0233] Figure 16DIllustrated is a method 1607 for cooperative headlight guidance between vehicles in a platoon according to some embodiments. The operations of the method 1607 are also Figure 18 Chinese commentary, Figure 18 Interactions between a first vehicle 100a implementing the method 1607 and other vehicles 100b, 100c, 100d, 100e, 100f (ie, second vehicles) are shown. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in method 1607 described below.

[0234] In block 1614, the first traffic processor of the first vehicle 100a traveling in the platoon may collaborate with the second vehicle 100b to determine a collaborative lighting plan by exchanging one or more collaborative lighting messages 1815b. Similarly, the first vehicle processor of the first vehicle 100a may collaborate with any and all of the other vehicles 100c, 100d, 100e, 100f to determine a collaborative lighting plan by exchanging one or more collaborative lighting messages 1815c, 1815d, 1815e, 1815f, respectively. Before the first vehicle processor determines the collaborative lighting plan in block 1820, each of the vehicles 100a, 100b, 100c, 100d, 100e, 100f in the platoon may exchange more than one collaborative lighting message 1815b, 1815c, 1815d, 1815e, 1815f.

[0235] In some embodiments, the processor may repeat the operations in block 1614 to periodically or continuously update the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0236] Figure 16E Illustrated is a method 1609 for cooperative headlight guidance between vehicles in a platoon according to some embodiments. The operations of the method 1609 are also Figure 18 Chinese commentary, Figure 18 The first vehicle 100a and the first vehicle 100b implementing the method 1609 are shown. Figure 17C 1705 (ie, the second vehicle) in the method 1705 described herein. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in methods 1609 and 1705 described below.

[0237] In block 1616 , following the operations of block 1608 described above, the first vehicle processor of the first vehicle 100 a traveling in the platoon may receive a request to change the collaborative lighting plan from the second vehicle 100 b .

[0238] In block 1618 and decision block 1619 , the first vehicle processor may determine whether to change the collaborative lighting plan based on the request received from the second vehicle 100b .

[0239] In response to determining that the collaborative lighting plan should be changed (i.e., decision block 1619 = "Yes"), the processor may update the collaborative lighting plan based on the received request in block 1620. After the operations in block 1620, or in response to determining that the collaborative lighting plan does not need to be changed (i.e., decision block 1619 = "No"), the processor may perform the operations in block 1606 of method 1600 as described. In this way, the first vehicle processor may transmit the updated collaborative lighting plan to the other vehicles 100b, 100c, 100d, 100e, 100f traveling in the platoon via collaborative lighting messages 1825b', 1825c', 1825d', 1825e', 1825f'. Furthermore, in response to receiving the updated collaborative lighting plan, each of the follower vehicles 100b, 100c, 100d, 100e, 100f may confirm receipt and acceptance of the updated collaborative lighting plan by transmitting a collaborative lighting message 1830b, 1830c, 1830d, 1830e, 1830f, respectively.

[0240] In some embodiments, the processor may repeat the operations in blocks 1616 , 1618 , decision block 1619 , and block 1620 to periodically or continuously update the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0241] Figure 16F Illustrated is a method 1611 of cooperative headlight guidance between vehicles in a platoon according to some embodiments. The operations of the method 1611 are also Figure 18 Chinese commentary, Figure 18 Interactions between a first vehicle 100a implementing the method 1611 and other vehicles 100b, 100c, 100d, 100e, 100f (ie, second vehicles) are shown. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in method 1611 described below.

[0242] In block 1622, following the operations in block 1604 or 1608, a first vehicle processor of a first vehicle 100a traveling in a platoon may determine that a collaborative lighting plan should be updated in response to determining that a vehicle has joined or left the platoon. Following the operations in block 1622, the processor may perform the operations in block 1606 of method 1600 as described above.

[0243] In some embodiments, the processor may repeat the operations in block 1622 to periodically or continuously update the collaborative lighting plan until the plan is completed or canceled by any vehicle.

[0244] Figure 17A Illustrated is a method 1700 for cooperative headlight guidance between vehicles in a platoon, according to some embodiments. The operations of the method 1700 are also Figure 18 Chinese commentary, Figure 18 The second vehicle 100b and the second vehicle 100b implementing the method 1700 are shown. Figure 16A The interaction between the lead vehicle (ie, the first vehicle) 100a of the method 1600 illustrated in FIG. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in methods 1600 and 1700 as described.

[0245] In block 1704, a second vehicle processor of a second vehicle 100b traveling in the platoon may receive a collaborative lighting plan (via a collaborative lighting message 1825b) from a vehicle in the platoon (such as the lead vehicle 100a of the platoon). The collaborative lighting plan may instruct the second vehicle 100b to direct one or more headlights of the second vehicle 100b in a direction different from the direction of travel of the platoon.

[0246] In block 1712 , the second vehicle processor may direct one or more headlights of the second vehicle 100 b according to the collaborative lighting plan.

[0247] In some embodiments, the processor may repeat the operations in blocks 1704 and 1712 to cooperatively direct one or more headlights according to the collaborative lighting plan periodically or continuously until the plan is completed or canceled by any vehicle.

[0248] Figure 17B Illustrated is a method 1703 of cooperative headlight guidance between vehicles in a platoon according to some embodiments. The operations of the method 1703 are also Figure 18 Chinese commentary, Figure 18 The second vehicle 100b and the second vehicle 100b implementing the method 1703 are shown. Figure 16B 16. The interaction between the lead vehicle 100a (ie, the first vehicle) of the method 1603 illustrated in FIG. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in methods 1603 and 1703 as described.

[0249] In box 1702, the second vehicle processor of the second vehicle 100b traveling in the queue can transmit the position information of the second vehicle 100b, which is sufficient to identify the position of the second vehicle 100b in the queue. The position information transmitted by the second vehicle processor can be absolute coordinates (e.g., defined by a global positioning system receiver) plus direction and speed, and / or relative distance to other vehicles in the queue (e.g., determined by radar, laser radar or camera sensors). The position information should be configured to provide enough information to enable the first vehicle processor to determine the position of the second vehicle in the queue. After the operation in box 1702, the second vehicle processor can perform the operation in box 1704 of method 1700 as described.

[0250] In some embodiments, the processor may repeat the operations in block 1702 until the plan is completed or canceled by any vehicle.

[0251] Figure 17C Illustrated is a method 1705 of cooperative headlight guidance between vehicles in a platoon according to some embodiments. The operations of the method 1705 are also Figure 18 Chinese commentary, Figure 18 The second vehicle 100b and the second vehicle 100b implementing the method 1705 are shown. Figure 16E 16. The interaction between the lead vehicle 100a (ie, the first vehicle) of the method 1609 illustrated in FIG. Figure 18 The operations in the blocks shown in correspond to the operations of similarly numbered blocks in methods 1609 and 1705 as described.

[0252] After the operations of block 1704 above, the second vehicle processor of the second vehicle 100b traveling in the queue may determine in blocks 1706 and decision block 1707 whether the second vehicle 100b is able to comply with the collaborative lighting plan (ie, a “non-compliance determination”).

[0253] In response to determining that the second vehicle 100b cannot comply with the collaborative lighting plan (ie, decision block 1707 = "No"), the processor may transmit a request to change the collaborative lighting plan to the first vehicle via a collaborative lighting message 1845b in block 1708.

[0254] In block 1710 , a second vehicle processor of the second vehicle 100b may receive an update to the collaborative lighting plan from the first vehicle 100a .

[0255] In response to determining that the second vehicle 100b is capable of complying with the collaborative lighting plan (ie, decision block 1707 = "Yes") or upon receiving the updated collaborative lighting plan in block 1710, the processor may perform the operations in block 1712 of method 1700 as described.

[0256] In some embodiments, the processor may repeat the operations in blocks 1706 , 1708 , 1710 and decision block 1707 until the plan is completed or canceled by any vehicle.

[0257] When driving at night, particularly on dark, empty, or rural roads, drivers often use their headlights in the high-beam configuration, in which the headlight beam is directed upward or parallel to the road and potentially has increased brightness, to provide better visibility farther down the road compared to the low-beam configuration. However, when approaching oncoming traffic, if the driver does not switch their headlights to the low-beam configuration (in which the beam is directed downward closer to the vehicle and potentially has reduced brightness), the extremely bright light from the high-beams may impair the vision of oncoming drivers, potentially visually interfering with the operation of the other vehicle and creating a driving hazard. High-beam illumination can also interfere with the operation of vehicles operating in autonomous mode if it saturates or otherwise degrades the sensitivity of camera sensors. Furthermore, it can be inconvenient for drivers to remember to monitor their headlight configuration and constantly switch between high and low beams.

[0258] Various embodiments may use a communication link (such as a C-V2X connection) between vehicles to become aware of oncoming traffic. Using the communication link, a first vehicle may obtain speed and / or position information related to an oncoming second vehicle and use this information to determine a point at which the first vehicle's headlights may visually interfere with the second vehicle's operation. After determining the point of visual interference, the first vehicle may turn on its high beams until it reaches that point and then automatically direct the headlight beam downward by switching the headlights to a low beam configuration. In this way, various embodiments may provide better visibility for the first vehicle's driver for as long as possible while avoiding impairing the view of oncoming drivers, which could otherwise create a driving hazard. Once the two vehicles have passed each other, or at least the first vehicle's high beams will no longer visually interfere with the second vehicle's operation, the first vehicle may automatically return its headlights to the high beam configuration, redirecting the headlight beam upward and potentially increasing its brightness to provide better visibility further down the road.

[0259] The methods of various embodiments may be applied to straight, curved, flat, and / or hilly roads. In some embodiments, in addition to using a communication link, the first vehicle may also obtain information about the road and surrounding elements that may obstruct the line of sight between the vehicles and extend the time the first vehicle may use high beams before switching to low beams. For example, when two vehicles approach a blind curve and / or the top of a hill, their headlights may not visually interfere with vehicle operation until a later point in time when the vehicles are closer than on a straight and / or flat road. Information about the road and surrounding elements may be obtained from various sources, such as using road information from a map and / or one or more cameras, radars, lidars, and other sensors configured to obtain information about the road and surrounding elements.

[0260] Figure 19A 、 19B , 19C, and 19D illustrate an environment 1900 in which two vehicles 100a, 100b traveling toward each other use a cooperative lighting plan to avoid headlight interference by automatically engaging a low beam configuration of one or the other set of headlights. Figures 19A to 19C Two vehicles 100a, 100b are shown traveling in opposite directions towards each other on a road 11 (ie, a thoroughfare). In the illustrated example, the road 11 is a two-lane road, one lane of which (ie, Figure 19A 、 19B , 19C and 19D) is dedicated to travel in one direction and the other lane (i.e., Figure 19A 、 19B , 19C, and 19D) is dedicated to travel in the opposite direction.

[0261] In the illustrated example, the road 11 curves around an obstacle 6 that blocks the two approaching vehicles 100a, 100b from seeing each other (e.g. Figure 19A and 19B ), until the vehicles 100a, 100b at least partially travel around the obstacle 6, as shown in Figure 19C . Road 11 is an example of a road with a "blind bend" because the view of any oncoming traffic is blocked until the last possible moment. Although road 11 is illustrated as a paved highway, the methods and systems of various embodiments can be applied to any thoroughfare, whether or not it is paved and / or clearly marked.

[0262] 1 to 19D , the following example describes a first vehicle 100a changing its headlights according to a collaborative lighting plan. However, it should be understood that the processor of the second vehicle 100b can also perform the same or similar method to minimize visual interference caused by the headlights of the second vehicle 100b on the operation of the first vehicle 100a.

[0263] Reference Figure 19A , the first and second vehicles 100a, 100b are shown with their headlights 160aH, 160bH turned on and in a high beam configuration. Although each of the high beams 160aH, 160bH is facing the other vehicle, the obstacle 6 initially prevents the high beam configuration of the headlights 160aH, 160bH from visually interfering with the operation of the other vehicle 100a, 100b.

[0264] In various embodiments, a first vehicle processor (e.g., Figure 1C and Figure 4 164) can receive a communication (e.g., a first collaborative lighting message) from the second vehicle 100b that provides information to the first vehicle 100a that can be used by the first vehicle 100a to prevent headlight interference. The communication over the wireless communication link 192 can request the first vehicle 100a to direct one or more of its headlights to transition to a low beam mode, which can be an element of a collaborative lighting plan determined by the second vehicle 100b or jointly with the first vehicle 100a. Specifically, the collaborative lighting plan can involve the first vehicle 100a directing the headlights downward by changing from a high beam configuration to a low beam configuration. The collaborative lighting plan can also include directing the headlights in other ways, such as changing the pointing direction of the headlights to point away from the oncoming second vehicle, or reducing the projection angle, and / or changing the configuration of the headlights, such as reducing the beam width, and / or reducing the brightness of the headlights.

[0265] In some embodiments, the communication between the vehicles may only identify the speed and / or position of the second vehicle 100b, which may be fixed coordinate terms (e.g., latitude and longitude, road mile markers, etc.) or relative terms with respect to the first vehicle 100a, such as bearing and range information. Such speed and / or position information may be used by the control unit in either vehicle as part of determining a collaborative lighting plan that involves switching the headlights to a low-beam configuration to avoid visual interference caused by the headlights 160aH, 160bH. Additionally, the communication may include information related to the road and / or surrounding elements that may provide information about the likelihood of the headlights causing visual interference, which may be useful for the vehicle control units in generating the collaborative lighting plan. For example, the second vehicle 100b may provide the first vehicle 100a with information obtained by the second vehicle 100b regarding a curve and / or intermediate obstacle 6 in the road 11. Additionally or alternatively, the second vehicle 100b may provide information to the first vehicle 100a regarding how bright the first vehicle's headlights 160aH appear to the second vehicle 100b. Thus, communication between the first and second vehicles 100a, 100b may occur one or more times as the two vehicles approach and pass each other.

[0266] In some embodiments, the first and / or second vehicles 100a, 100b may additionally or alternatively receive headlight interference information from a source other than the other vehicle, such as from onboard sensors or other external sources. For example, the first and / or second vehicles 100a, 100b may use a front-facing camera, radar, lidar, or other sensor to determine headlight interference information related to the road and / or surrounding elements that may alter the collaborative lighting plan. Additionally or alternatively, the first and / or second vehicles 100a, 100b may use a road map, navigation system, or the like to obtain headlight interference information. Such headlight interference information may include details regarding obstacles or road features that may shield the vehicles from each other's headlights for a portion of the time that the vehicles are approaching each other. For example, obstacles may include geographical features such as hills, embankments, vegetation, man-made structures, or anything else that may block the headlights or at least the view of oncoming vehicles. Examples of road features include changes in road inclination (eg, hills or valleys), bends in the road, and splits between lanes of oncoming traffic so that vehicles going in opposite directions are not facing each other.

[0267] Reference Figure 19B, although the first and second vehicles 100a, 100b are now shown approaching each other, their high beams 160aH, 160bH do not cause visual interference with each other because the curve in the road 11 prevents the first and second vehicles 100a, 100b from facing each other. At this time, on a straight and flat road, the high beams would cause visual interference with the operation of both vehicles 100a, 100b. In some various embodiments, the processor of the first vehicle may determine whether the first vehicle has reached an interference point beyond which the high beams 160aH of the first vehicle 100a would visually interfere with the operation of the second vehicle 100b. At this time, Figure 19B , the processor of the first vehicle 100a can determine that the first vehicle 100a has not reached an interference point beyond which the high beams 160aH of the first vehicle 100a will visually interfere with the operation of the second vehicle 100b. Thus, the first vehicle 100a can maintain its headlights in the high beam configuration.

[0268] Reference Figure 19C , the first and second vehicles 100a, 100b are illustrated as being around a curve in the road 11 so that the high beam 160aH of the first vehicle 100a would visually interfere with the view of the driver of the second vehicle 100b. Figure 19C Before or at the point illustrated in FIG, the processor of the first vehicle 100a determines that the first vehicle 100a has reached an interference point beyond which the high beams 160aH of the first vehicle 100a will visually interfere with the operation of the second vehicle 100b and switches to low beams 160aL according to the cooperative lighting plan.

[0269] Also in Figure 19C In the example illustrated in FIG, the processor of the second vehicle 100b has determined that the second vehicle 100b has not yet reached an interference point beyond which the high beams 160bH of the second vehicle 100b would visually interfere with the operation of the first vehicle 100a. Thus, the second vehicle 100b is shown with its headlights 160bH in the high beam configuration. However, the second vehicle 100b is about to reach an interference point beyond which the high beams 160bH of the second vehicle 100b would visually interfere with the operation of the first vehicle 100a, at which point the second vehicle 100b may change to low beams 160bL.

[0270] Reference Figure 19D, the first and second vehicles 100a, 100b are illustrated as having passed each other such that the high beams 160aH, 160bH no longer illuminate the other vehicle. As a result, the processor of the first vehicle 100a can determine that the first vehicle's headlights no longer interfere with the visual operation of the second vehicle 100b and automatically return its headlights to the high beam configuration. In this way, a collaborative lighting plan can enable each vehicle to automatically return its headlights to the high beam configuration when the headlights no longer interfere with the vision of the drivers of other vehicles, without requiring action by the drivers.

[0271] On long, straight roads, vehicles (e.g., 100a, 100b) can see each other earlier. Compared to conventional vehicle headlight operation that only switches between low-beam and high-beam configurations, some embodiments can gradually change the configuration of the headlights as vehicles approach each other to give each driver the maximum available visibility.

[0272] Figure 20A 、 20B , 20C, and / or 20D illustrate an environment 2000 in which two vehicles 100a, 100b traveling toward each other are using a cooperative lighting plan to avoid headlight interference. The illustrated environment 2000 includes two vehicles 100a, 100b traveling toward each other in opposite directions on a road 12 (i.e., a thoroughfare). In the illustrated example, the road 12 is a straight and flat two-lane road with one lane (i.e., Figure 20A 、 20B , 20C and / or 20D) is dedicated to travel in one direction, and the other lane (i.e., the uppermost lane in the orientation shown in Figure 20A 、 20B , 20C and / or 20D) is dedicated to driving in the opposite direction.Because it is straight, the road 12 does not have any obstacles between the two approaching vehicles 100a, 100b.

[0273] 1 to 20A, 20B, 20C, and / or 20D, the following examples describe a first vehicle 100a changing its headlights according to a collaborative lighting plan. However, it should be understood that a processor of a second vehicle 100b may also perform the same or similar method to minimize visual interference caused by the headlights of the second vehicle 100b with the operation of the first vehicle 100a.

[0274] Reference Figure 20A, both the first and second vehicles 100a, 100b are illustrated with their headlights 160aH, 160bH turned on and in a high-beam configuration. Although each of the high-beam lights 160aH, 160bH faces the other vehicle, the first and second vehicles 100a, 100b are separated by a sufficient distance (shown as distance D1) so that the high-beam lights 160aH, 160bH will not visually interfere with the view of the driver of the other vehicle 100a, 100b.

[0275] According to various embodiments, a first vehicle processor (e.g., Figure 1C and Figure 4 164) may receive a communication (e.g., a first collaborative lighting message) from a second vehicle 100b that provides information to the first vehicle 100a that can be used by the first vehicle 100a to switch to low beams in a timely manner to avoid causing headlight interference to the driver of the other vehicle 100b. The communication (which may be via the wireless communication link 192) may request the first vehicle 100a to control its headlights in collaboration with the second vehicle 100b in accordance with a collaborative lighting plan. Specifically, the collaborative lighting plan may involve the first vehicle 100a changing from a high beam configuration to a low beam configuration of its headlights. The collaborative lighting plan may also include gradually changing the beam direction and / or configuration of the headlights, such as lowering the projection angle, pointing one or more headlight beams away from the oncoming second vehicle 100b (e.g., pointing the centerline of the beam toward the shoulder of the road), reducing the beam width, and / or reducing the brightness of the headlights.

[0276] As mentioned above Figure 19A 、 19B As described in Figures 19A, 19B, and 19C, communications between vehicles may identify the speed and / or position of the second vehicle 100b in absolute terms or in relative terms relative to the first vehicle 100a.

[0277] Reference Figure 20B, the first and second vehicles 100a, 100b are now illustrated as being sufficiently close to each other (shown as distance D2) so that their high beams 160aH, 160bH would cause mutual visual interference with the other driver's line of sight. According to various embodiments, the processors of the first and second vehicles 100a, 100b can determine whether their respective vehicles (at distance D2) have reached an interference point (beyond which the high beams 160aH, 160bH would visually interfere with the other vehicle driver's line of sight). Just before reaching this point on the road 12, the processors of the first and second vehicles 100a, 100b can initiate a gradual change in the direction of their headlights before visually interfering with the other vehicle driver. Thus, both the first and second vehicles 100a, 100b have changed their headlight configuration to a medium beam headlight configuration 160aM, 160bM, wherein the headlights are directed downward (and potentially slightly to the right) at an angle between the headlight direction or beam angle of the high beam configuration and the headlight direction or beam angle of the low beam configuration.

[0278] In some embodiments, the gradual changes to the beam pointing angle and / or configuration of the headlights that can be made according to the collaborative lighting plan can include step changes in brightness or a series of regular incremental changes in headlight brightness. Incremental changes can also include changes in projection angle, reducing beam width, pointing one or more headlights away from a second vehicle, and so on. The incremental changes can be small so that the change is barely noticeable to an observer. Alternatively, the changes can be large so that few or only one step change in configuration occurs between the upward orientation of the headlights in the high-beam configuration and the downward orientation of the headlights in the low-beam configuration.

[0279] Reference Figure 20C , the first and second vehicles 100a, 100b are now illustrated as being even closer together at a third separation distance D3, at which even their mid-beam headlights 160aM, 160bM can cause mutual visual interference. In some embodiments, the processors of the first and second vehicles 100a, 100b can determine whether the respective vehicles have reached a further interference point beyond which the mid-beam headlights 160aM, 160bM would visually interfere with the operation of the first and second vehicles 100a, 100b. Just before reaching this point on the road 12, the processors of the first and second vehicles 100a, 100b may have made further gradual changes to their headlight configurations, such as changing their headlight configurations to low beam 160aL, 160bL.

[0280] Reference Figure 20D, illustrating that first and second vehicles 100a, 100b may, after passing each other, utilize high beams 160aH, 160bH without visually interfering with either driver's view. In this situation, the processors of the first and second vehicles 100a, 100b may determine that the high beams 160aH of the first vehicle 100a and / or the high beams 160bH of the second vehicle 100b will no longer interfere with visual operation and may automatically return their respective headlights to the high beam configuration. In this manner, a collaborative lighting plan can enable vehicle headlights to be returned to the high beam configuration as early as possible without interfering with other drivers and without requiring driver action.

[0281] Figure 21A 、 21B , 21C and / or 21D illustrate the operations of methods 2100, 2101, 2103 and 2105, respectively, for cooperative headlight setup between vehicles according to some embodiments. Figures 1A to 21D , methods 2100, 2101, 2103, and 2105 may be implemented in a processor (e.g., 164), a processing device (e.g., 300), and / or a vehicle control unit (e.g., 104) (variously referred to as a "processor") of a vehicle (e.g., 100, 100a, 100b, or 100c). In some embodiments, methods 2100, 2101, 2103, and 2105 may be performed by one or more layers within a vehicle management system stack, such as a vehicle management system (e.g., 200, 250). In some embodiments, methods 2100, 2101, 2103, and 2105 may be performed by a processor independently of, but in conjunction with, a vehicle control system stack, such as a vehicle management system. For example, methods 2100, 2101, 2103, and 2105 may be implemented as stand-alone software modules or within dedicated hardware that monitors data and commands from / within a vehicle management system and is configured to take actions and store data as described.

[0282] Figure 21A A method 2100 for coordinating headlight settings between vehicles according to some embodiments is illustrated. The operations of the method 2100 illustrate the interaction between a first vehicle 100a and another (i.e., second) vehicle 100b implementing the method 2100. In some embodiments, the second vehicle 100b may similarly implement the method 2100.

[0283] Following the operations at block 602 in method 600, the processor of the first vehicle may determine, at decision block 2102, whether the first vehicle has reached an interference point beyond which one or more headlights of the first vehicle would visually interfere with the operation of the second vehicle. In some embodiments, the first collaborative lighting plan received at block 602 may identify at least one of a speed or a position of the second vehicle relative to the first vehicle.

[0284] In response to determining that the first vehicle has reached a point beyond which the headlights of the first vehicle will visually interfere with the operation of the second vehicle (i.e., decision block 2102 = "Yes"), the processor may direct the headlights downward, such as by switching the headlights to a low beam configuration in accordance with the collaborative lighting plan, in block 2104. In some embodiments, the processor may also direct one or more headlights of the first vehicle in accordance with the collaborative lighting plan, as described with respect to block 608 of method 600 ( Figure 6A For example, in addition to switching the headlights to a low-beam configuration, the processor may also cause the headlights to lower their projection angle, increase their beam width, point them away from the second vehicle, and / or reduce their brightness in accordance with the collaborative lighting plan. In some embodiments, reducing the brightness of the first vehicle's headlights in accordance with the collaborative lighting plan may include initiating a gradual or incremental change in the brightness of the first vehicle's headlights before the first vehicle's headlights visually interfere with the operation of the second vehicle.

[0285] In response to determining that the first vehicle has not yet reached an interference point beyond which one or more headlights of the first vehicle would visually interfere with the operation of the second vehicle (i.e., determination block 2102 = "No"), the processor may continue to determine whether the first vehicle has reached an interference point in determination block 2102. Thus, the operations in determination block 2102 may be repeated periodically or continuously until the first vehicle determines that its headlights in the high beam configuration may interfere with the vision of the driver of the other vehicle.

[0286] Figure 21B Illustrated is a method 2101 of coordinating headlight configurations between vehicles in accordance with some embodiments.

[0287] In response to determining that the first vehicle has reached a point beyond which the headlights of the first vehicle will visually interfere with the operation of the second vehicle (i.e., determination box 2102 = "Yes"), the processor of the first vehicle may determine in determination box 2106 whether the headlight obstruction or road feature causes the interference point (beyond which one or more headlights of the first vehicle interfere with the visual operation of the second vehicle) to be closer to the second vehicle than the interference point would be in the absence of the headlight obstruction or road feature.

[0288] In response to determining that a headlight obstruction or road feature causes the interference point to be closer to the second vehicle than it would be in the absence of the headlight obstruction or road feature (i.e., determination box 2106 = "Yes"), the processor may direct the headlights downward in box 2104 as described, such as by switching the headlights to a low beam configuration in accordance with the collaborative lighting plan.

[0289] In response to determining that there is no headlight obstruction or road feature that causes the interference point to be closer to the second vehicle than the interference point would be without the headlight obstruction or road feature (i.e., determination box 2102 = "No"), the processor may again determine whether the first vehicle has reached the interference point in box 2102 as described.

[0290] Figure 21C Illustrated is a method 2103 for coordinating headlight configurations between vehicles, according to some embodiments.

[0291] In response to determining that the first vehicle has reached a point beyond which the headlights of the first vehicle will visually interfere with the operation of the second vehicle (i.e., decision block 2102 = "Yes"), the processor of the first vehicle may receive headlight interference information from a data source, such as internal memory, vehicle sensors (e.g., radar, lidar, etc.), and / or an external data source (e.g., a map database). The received headlight interference information may include details related to headlight obstructions or road features. For example, details related to changes in the orientation, curvature, and / or inclination of the road and / or individual lanes of the road may be used by the processor as headlight interference information because obstacles and terrain features may change the point at which headlights from one vehicle will visually interfere with the operation of another vehicle. Following the operations in block 2108, the processor may perform the operations in decision block 2106 of method 2101 as described.

[0292] Figure 21D Illustrated is a method 2105 for coordinating headlight settings between vehicles, according to some embodiments.

[0293] After the headlights have been set to the low-beam configuration in block 2104 of method 2100, the processor of the first vehicle may determine whether the headlights of the first vehicle no longer interfere with the visual operation of the second vehicle in decision block 2110. For example, the processor may determine whether the first vehicle has passed the second vehicle such that the headlights of the first vehicle no longer illuminate the direction of the second vehicle.

[0294] In response to determining that the headlights of the first vehicle no longer interfere with the visual operation of the second vehicle (i.e., determination box 2110 = "Yes"), the processor may return the headlights of the first vehicle to a previous configuration in box 2110 (such as switching to a high beam configuration), which may include directing the headlights upward to point farther down the road than in the low beam configuration.

[0295] In response to determining that one or more headlights of the first vehicle are still interfering with the visual operation of the second vehicle (i.e., decision block 2108 = "No"), the processor may repeat the following operations in decision block 2108: determining whether the headlights of the first vehicle are no longer interfering with the visual operation of the second vehicle. Thus, the operations in decision block 2108 may be continuously repeated until the first vehicle no longer interferes with the visual operation of the second vehicle, at which point the processor may automatically redirect the headlights to the high beam configuration when it is safe to do so.

[0296] The above method descriptions and process flow diagrams are provided as illustrative examples only and are not intended to require or imply that the blocks of the various embodiments must be executed in the order given. As will be appreciated by those skilled in the art, the order of blocks in the aforementioned embodiments may be executed in any order. Phrases such as "thereafter," "then," "next," etc. are not intended to limit the order of the blocks; these phrases are simply used to guide the reader through the description of the various methods. In addition, any reference to a claim element in the singular (e.g., using the articles "a," "an," or "the") should not be construed as limiting the element to the singular.

[0297] The various illustrative logic blocks, modules, circuits, and algorithm blocks described in conjunction with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or a combination of the two. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and blocks are generally described above in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. A skilled person may implement the described functionality in different ways for each specific application, but such embodiment decisions should not be interpreted as causing a departure from the scope of the various embodiments.

[0298] The hardware used to implement the various illustrative logics, logic blocks, modules, and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed with a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device designed to perform the functions described herein, discrete gate or transistor logic, discrete hardware components, or any combination thereof. A general-purpose processor may be a microprocessor, but in an alternative embodiment, the processor may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of communication devices, for example, a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. Alternatively, some blocks or methods may be performed by circuitry dedicated to a given function.

[0299] In various embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, these functions may be stored as one or more instructions or codes on a non-transient computer-readable medium or a non-transient processor-readable medium. The operations of the methods or algorithms disclosed herein may be implemented in a processor-executable software module that may reside on a non-transient computer-readable or processor-readable storage medium. A non-transient computer-readable or processor-readable storage medium may be any storage medium that can be accessed by a computer or processor. As an example and not limitation, such non-transient computer-readable or processor-readable media may include RAM, ROM, EEPROM, flash memory, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store desired program code in the form of instructions or data structures and that can be accessed by a computer. As used herein, disks and discs include compact discs (CDs), laser discs, optical discs, digital versatile discs (DVDs), floppy disks, and Blu-ray discs, wherein disks often reproduce data magnetically and discs reproduce data optically with lasers. Combinations of the above are also included within the scope of non-transitory computer-readable and processor-readable media. Additionally, the operations of a method or algorithm may reside as a code and / or instruction or any combination or set of codes and / or instructions on a non-transitory processor-readable medium and / or computer-readable medium that can be incorporated into a computer program product.

[0300] The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the embodiments of the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments without departing from the scope of the embodiments. Therefore, the embodiments are not intended to be limited to those shown herein, but should be accorded the widest scope consistent with the following claims and the principles and novel features disclosed herein.

Claims

1. A method for coordinating headlight configurations of two or more vehicles, comprising: receiving, by a processor of a first vehicle, a first cooperative lighting message from a second vehicle, wherein the first cooperative lighting message requests the first vehicle to direct one or more headlights of the first vehicle to avoid visual interference with operation of the second vehicle; as well as Before the first vehicle reaches an interference point beyond which the headlights of the first vehicle would visually interfere with operation of the second vehicle, directing, by the first vehicle processor, one or more headlights of the first vehicle in accordance with the first cooperative lighting message.

2. The method according to claim 1, wherein Directing one or more headlights of the first vehicle in accordance with the first cooperative lighting message includes switching the headlights of the first vehicle from a high beam configuration to a low beam configuration.

3. The method according to claim 1, wherein Directing one or more headlights of the first vehicle according to the first collaborative lighting message includes at least one of: lowering a projection angle, reducing a width, pointing one or more headlights away from the second vehicle, or reducing brightness of the one or more headlights of the first vehicle.

4. The method according to claim 1, wherein Directing the one or more headlights of the first vehicle in accordance with the first collaborative lighting message includes initiating a gradual change to the configuration of the one or more headlights of the first vehicle before the one or more headlights of the first vehicle visually interfere with operation of the second vehicle.

5. The method according to claim 1, wherein The first collaborative lighting message identifies at least one of a speed or a position of the second vehicle relative to the first vehicle.

6. The method of claim 1, further comprising: A determination is made as to whether an obstacle or road feature causes the interference point to be closer to the second vehicle than the interference point would be without the obstacle or road feature.

7. The method of claim 6, further comprising: Headlight interference information including details related to the obstacle or road feature is received by the first vehicle processor.

8. The method of claim 1, further comprising: determining whether the one or more headlights of the first vehicle no longer interfere with visual operation of the second vehicle; as well as The one or more headlights of the first vehicle are directed to return to a previous configuration in response to determining that the one or more headlights of the first vehicle will no longer interfere with visual operation of the second vehicle.

9. The method of claim 8, wherein: Directing the one or more headlights of the first vehicle to return to the previous configuration in response to determining that the one or more headlights of the first vehicle will no longer interfere with the visual operation of the second vehicle includes: automatically switching the one or more headlights to a high beam configuration after passing the second vehicle.

10. A first means of transportation, comprising: wireless transceiver; one or more headlights configured to be directed; as well as a processor coupled to the wireless transceiver and the one or more headlights, wherein the processor is configured with processor-executable instructions for: receiving a first collaborative lighting message from a second vehicle, wherein the first collaborative lighting message requests the first vehicle to direct one or more headlights of the first vehicle to avoid visual interference with operation of the second vehicle; as well as One or more headlights of the first vehicle are directed according to the first cooperative lighting message before the first vehicle reaches an interference point beyond which the headlights of the first vehicle would visually interfere with operation of the second vehicle.

11. The first vehicle according to claim 10, wherein: The processor is further configured with processor-executable instructions for directing the one or more headlights of the first vehicle in accordance with the first cooperative lighting message by switching the one or more headlights of the first vehicle from a high beam configuration to a low beam configuration.

12. The first vehicle according to claim 10, wherein: The processor is further configured with processor-executable instructions for directing the one or more headlights of the first vehicle in accordance with the first collaborative lighting message by at least one of lowering a projection angle, reducing a width, pointing the one or more headlights away from the second vehicle, or reducing a brightness of the one or more headlights of the first vehicle.

13. The first vehicle according to claim 10, wherein: The processor is further configured with processor-executable instructions for directing the one or more headlights of the first vehicle in accordance with the first collaborative lighting message by initiating a gradual change to a configuration of the one or more headlights of the first vehicle before the one or more headlights of the first vehicle visually interfere with operation of the second vehicle.

14. The first vehicle according to claim 10, wherein: The processor is further configured with processor-executable instructions such that the first collaborative lighting message identifies at least one of a speed or a position of the second vehicle relative to the first vehicle.

15. The first vehicle according to claim 10, wherein: The processor is further configured with processor-executable instructions to: A determination is made as to whether an obstacle or road feature causes the interference point to be closer to the second vehicle than the interference point would be without the obstacle or road feature.

16. The first vehicle according to claim 15, wherein: The processor is further configured with processor-executable instructions to: Headlight interference information including details related to the obstacle or road feature is received.

17. The first vehicle according to claim 10, wherein: The processor is further configured with processor-executable instructions to: determining whether the one or more headlights of the first vehicle no longer interfere with visual operation of the second vehicle; as well as The one or more headlights of the first vehicle are directed to return to a previous configuration in response to determining that the one or more headlights of the first vehicle will no longer interfere with visual operation of the second vehicle.

18. The first vehicle according to claim 17, wherein: The processor is further configured with processor-executable instructions for directing the one or more headlights of the first vehicle to return to a previous configuration by automatically switching the one or more headlights to a high beam configuration after passing the second vehicle in response to determining that the one or more headlights of the first vehicle no longer interfere with visual operation of the second vehicle.

19. A non-transitory processor-readable medium having stored thereon processor-executable instructions configured to cause a processor of a first vehicle to perform operations comprising: receiving a first collaborative lighting message from a second vehicle, wherein the first collaborative lighting message requests the first vehicle to direct one or more headlights of the first vehicle to avoid visual interference with operation of the second vehicle; as well as One or more headlights of the first vehicle are directed according to the first cooperative lighting message before the first vehicle reaches an interference point beyond which the headlights of the first vehicle would visually interfere with operation of the second vehicle.

20. The non-transitory processor-readable medium of claim 19, wherein: The stored processor-executable instructions are configured to cause the processor of the first vehicle to perform operations such that directing one or more headlights of the first vehicle in accordance with the first collaborative lighting message includes at least one of: lowering a projection angle, reducing a width, pointing one or more headlights away from the second vehicle, or reducing the brightness of the one or more headlights of the first vehicle.

21. The non-transitory processor-readable medium of claim 19, wherein: The stored processor-executable instructions are configured to cause the processor of the first vehicle to perform operations to direct one or more headlights of the first vehicle in accordance with the first collaborative lighting message, including initiating a gradual change to the configuration of the one or more headlights of the first vehicle before the one or more headlights of the first vehicle visually interfere with the operation of the second vehicle.

22. The non-transitory processor-readable medium of claim 19, wherein: The stored processor-executable instructions are configured to cause the processor of the first vehicle to perform operations such that the first coordinated lighting message identifies at least one of a speed or a position of the second vehicle relative to the first vehicle.

23. The non-transitory processor-readable medium of claim 19, wherein: The stored processor-executable instructions are configured to cause the processor of the first vehicle to perform operations further comprising: A determination is made as to whether an obstacle or road feature causes the interference point to be closer to the second vehicle than the interference point would be without the obstacle or road feature.

24. The non-transitory processor-readable medium of claim 23, wherein: The stored processor-executable instructions are configured to cause the processor of the first vehicle to perform operations further comprising: Headlight interference information including details related to the obstacle or road feature is received by the first vehicle processor.

25. The non-transitory processor-readable medium of claim 19, wherein: The stored processor-executable instructions are configured to cause the processor of the first vehicle to perform operations further comprising: determining whether the one or more headlights of the first vehicle no longer interfere with visual operation of the second vehicle; and The one or more headlights of the first vehicle are directed to return to a previous configuration in response to determining that the one or more headlights of the first vehicle no longer interfere with visual operation of the second vehicle.

26. The non-transitory processor-readable medium of claim 25, wherein: The stored processor-executable instructions are configured to cause the processor of the first vehicle to perform operations such that: in response to determining that the one or more headlights of the first vehicle no longer interfere with the visual operation of the second vehicle, directing the one or more headlights of the first vehicle to return to the previous configuration includes automatically switching the one or more headlights to a high beam configuration after passing the second vehicle.

27. A first means of transportation, comprising: means for receiving a first cooperative lighting message from a second vehicle, wherein the first cooperative lighting message requests the first vehicle to direct one or more headlights of the first vehicle to avoid visual interference with operation of the second vehicle; as well as Means for directing one or more headlights of the first vehicle in accordance with the first cooperative lighting message before the first vehicle reaches an interference point beyond which the headlights of the first vehicle would visually interfere with operation of the second vehicle.

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