Loitering Mode for Use of Autonomous Vehicles for Passenger Pickup

Abstract

A loitering mode for using an autonomous vehicle for passenger pick-up. This technology relates to passenger pick-up by an autonomous vehicle in a manner that ensures pick-up of the passenger within the estimated time of arrival (ETA). For example, according to customer authorization, the autonomous vehicle can loiter or otherwise stay within a certain vicinity (e.g., distance or time) to ensure passenger pick-up within a predetermined time. A vehicle can be assigned to a passenger within a set time range, or multiple vehicles can be assigned to a specific event. Either method can be used to ensure passenger pick-up with the shortest wait. One benefit is avoiding user-initiated ride requests when the customer is ready to leave a location, as the vehicle will already be present and ready to take the passenger to their desired destination. Loitering can include pre-positioning the vehicle at a given location or autonomously driving to the vicinity as needed.

Description

Technical Field

[0001] One or more aspects according to embodiments of the present disclosure relate to pickups by autonomous vehicles, including ensuring an estimated time of arrival (ETA) that meets the rider's requirements. Background Art

[0002] Autonomous vehicles (such as vehicles that do not require a human driver) can be used to help transport riders from one location to another. Such vehicles can operate in a fully autonomous mode without a person providing driving input. For various reasons, picking up a rider from a predetermined location can be challenging, especially when the person may leave a building or other location from different exits, or there may be traffic or other vehicles parked in the loading and unloading area, which can prevent a pickup at the selected location. Although it may be desirable to quickly pick up a rider at the time and location the rider expects, these types of situations can result in unnecessary delays. This can cause confusion or frustration for the rider, potentially leading to a waste of vehicle resources and a negative rider experience. Summary of the Invention

[0003] The present technology relates to pickups by autonomous vehicles, including ensuring an estimated time of arrival (ETA) that meets the rider's requirements. Scheduled pickups can be delayed for various reasons, such as congestion at the pickup location, parking or idling regulations, weather conditions, etc. According to one aspect, with customer authorization, the autonomous vehicle can loiter or otherwise stay close to ensure a rider pickup within a predetermined time. One vehicle can be assigned to one rider within a set time range (e.g., 6 PM to midnight) on a one-to-one basis, or multiple vehicles can be assigned to a specific event on an N:N basis (e.g., at the end of a concert, movie, or ball game, with N potential riders). Either method can be used to ensure the pickup of the rider with the shortest wait. One benefit is to avoid user-initiated ride requests when the customer is ready to leave a location, as the vehicle will already be nearby to take the customer to their desired destination, or to destinations when the customer may be visiting different locations such as during a shopping trip.

[0004] According to one aspect of the present technology, a method for managing passenger pick-up for a vehicle operating in an autonomous driving mode is provided. The method includes: receiving, by one or more processors associated with a vehicle operating in an autonomous driving mode, trip information corresponding to a trip of a passenger, the trip information including an estimated time to pick up the passenger; identifying, by the one or more processors, at least one boundary of a physical distance or a time limit indicating that the vehicle is capable of picking up the passenger no later than the estimated pick-up time; causing, by the one or more processors, a driving system of the vehicle to pre-position the vehicle within the boundary in the autonomous driving mode to ensure that the vehicle is capable of picking up the passenger no later than the estimated pick-up time; and, after pre-positioning the vehicle and when position information of the passenger is received, causing, by the one or more processors, the driving system to maneuver the vehicle to a determined pick-up position in the autonomous driving mode before or at the estimated pick-up time.

[0005] In one example, the method further includes: determining a set of pick-up position options for picking up the passenger no later than the estimated pick-up time; and selecting a given one of the pick-up position options from the set based on the received position information. Here, selecting the given pick-up position may include evaluating at least one of traffic congestion, parking restrictions, loitering restrictions, or adverse environmental conditions.

[0006] In another example, the method further includes dynamically adjusting the determined pick-up position to a different pick-up position when it is determined that the position of the passenger has changed. In this case, determining that the position of the passenger has changed may include identifying that the passenger has moved towards an exit different from the initially identified exit to a place of interest. The method may further include providing the passenger with a notification identifying the change to the different pick-up position.

[0007] The method may include changing the pre-positioned position of the vehicle based on receiving an update to the position information. The method may additionally or alternatively include changing the pre-selected position of the vehicle based on a confidence value associated with the type of the position information.

[0008] In another example, the vehicle's driving system pre-positions the vehicle at least in part based on the walking time to a determined pick-up location. Alternatively or additionally, the vehicle's driving system pre-positions the vehicle can be at least in part based on whether the pre-positioned location has a paid parking space. Alternatively or additionally, the vehicle's driving system pre-positions the vehicle can include evaluating a plurality of pre-positioned location options based on whether any of the pre-positioned location options has a line of sight to the determined pick-up location. In this case, the evaluation can include selecting a first option among the plurality of pre-positioned location options that has a line of sight to the determined pick-up location, even if the first option is farther from the determined pick-up location than another option among the plurality of pre-positioned location options. In another example, the location information is the location of the rider or the location of the rider's client device.

[0009] According to one scenario, the vehicle is a given vehicle in a fleet of vehicles configured to operate in an autonomous driving mode, and the method further includes selecting the given vehicle from the fleet of vehicles based on the proximity of the given vehicle to the boundary or the proximity of the given vehicle to the determined pick-up location.

[0010] According to another scenario, the vehicle is one of a fleet of vehicles configured to operate in an autonomous driving mode, and the rider is one of a group of riders, and the method further includes dispatching one or more vehicles from the fleet of vehicles to pick up the group of riders based on the proximity to the boundary or the proximity to the determined pick-up location.

[0011] According to another aspect of the present technology, the vehicle is configured to operate in an autonomous driving mode. The vehicle includes a perception system, a driving system, a positioning system, and a control system. The perception system includes one or more sensors. The one or more sensors are configured to receive sensor data related to objects in the external environment of the vehicle. The driving system includes a steering subsystem, an acceleration subsystem, and a deceleration subsystem to control the driving of the vehicle. The positioning system is configured to determine the current position of the vehicle. The control system includes one or more processors. The control system is operatively coupled to the drive system, the perception system, and the positioning system. The control system is configured to: receive trip information corresponding to a trip of a rider, the trip information including an estimated time to pick up the rider; identify a boundary representing at least one of a physical distance or a time limit within which the vehicle can pick up the rider no later than the estimated pick-up time; cause the driving system of the vehicle to pre-position the vehicle within the boundary in an autonomous driving mode to ensure that the vehicle can pick up the rider no later than the estimated pick-up time; and, after pre-positioning the vehicle and upon receiving the location information of the rider, cause the driving system to maneuver the vehicle to the determined pick-up location in an autonomous driving mode before or at the estimated pick-up time.

[0012] In one example, the control system is further configured to: determine a set of pick-up location options for picking up a passenger no later than the estimated pick-up time; and select a given one of the pick-up location options from the set based on the received location information. In another example, the control system is further configured to dynamically adjust the determined pick-up location to a different pick-up location when it is determined that the location of the passenger has changed.

[0013] Cause the driving system of the vehicle to pre-position the vehicle at least in part based on one or more of the following: the walking time to the determined pick-up location; whether the pre-positioning location has a paid parking space; or an evaluation of multiple pre-positioning location options based on whether any of the pre-positioning location options has a line of sight to the determined pick-up location. Here, the evaluation may include selecting a first option among the multiple pre-positioning location options that has a line of sight to the determined pick-up location, even if the first option is farther from the determined pick-up location than another option among the multiple pre-positioning location options. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1A -B shows an example passenger vehicle configured for use with aspects of the present technology.

[0015] Figure 1C -D shows an example articulated bus arrangement for use with aspects of the present technology.

[0016] Figure 2 is a block diagram of a system of an example vehicle according to aspects of the present technology.

[0017] Figure 3A -B shows example map information according to aspects of the present technology.

[0018] Figure 4A -B shows an example of the displayed pick-up and trip planner information according to aspects of the present technology.

[0019] Figure 5 shows an example of a pick-up boundary according to aspects of the present technology.

[0020] Figure 6A -C shows an example of a pick-up according to aspects of the present technology.

[0021] Figure 7A -B shows a pick-up request and confirmation according to aspects of the present technology.

[0022] Figure 8A -B shows a user equipment interface presenting pick-up related information according to aspects of the present technology.

[0023] Figure 9A -B shows a system according to aspects of the present technology.

[0024] Figure 10 illustrates an example method in accordance with aspects of the present technology. DETAILED DESCRIPTION

[0025] Aspects of the present technology relate to the pick-up of passengers by autonomous vehicles, where passengers can be confident that their vehicle will be in the location where they need the vehicle when they are ready to depart. This can involve assuring the passenger of an ETA. A single vehicle can be assigned to a customer and operate in a “roaming” mode such that the vehicle remains close (in time and / or distance) to meet the desired ETA. The passenger can choose to share certain location information during a particular time period, such as Friday evenings between 6 pm and midnight. This can be based on location data from the user's mobile phone, smartwatch, or other client device (location of the device), calendar, or contact details (location of the user), etc. The passenger can be confident that he / she will be picked up when needed.

[0026] EXAMPLE VEHICLE SYSTEM

[0027] Figure 1A shows a perspective view of an example passenger vehicle 100 (such as a car, sport utility vehicle (SUV), sedan, or other vehicle that can be used to pick up and drop off passengers, make food deliveries, transport goods, etc. in accordance with aspects of the present technology). Figure 1B shows a top view of the passenger vehicle 100. As shown, the passenger vehicle 100 includes various sensors for obtaining information about the vehicle's external environment, which enable the vehicle to operate in an autonomous driving mode. For example, the roof housing 102 can include one or more lidar sensors as well as various cameras, radar units, infrared, and / or acoustic sensors. The housing 104 located at the front end of the vehicle 100 and the housings 106a, 106b on the driver's side and passenger's side of the vehicle can each contain lidar, radar, cameras, and / or other sensors. For example, the housing 106a can be located along the quarter panel of the vehicle in front of the driver's side door. As shown, the passenger vehicle 100 also includes housings 108a, 108b for radar units, lidar, and / or cameras that are also oriented towards the rear roof portion of the vehicle. Additional lidar, radar units, and / or cameras (not shown) can be located at other positions along the vehicle 100. For example, arrow 110 indicates that a sensor unit ( Figure 1B 112 in) can be located along the rear of the vehicle 100, such as on or adjacent to the bumper. Arrow 114 indicates a series of sensor units 116 arranged along the forward aspect of the vehicle. In some examples, the passenger vehicle 100 can also include various sensors for obtaining information about the vehicle's interior space (not shown).

[0028] Figure 1C -D shows an example of another type of vehicle 120, such as an articulated bus, which can be employed in accordance with aspects of the present technology, such as for picking up and dropping off passengers. Like the passenger vehicle 100, the articulated bus 120 can include one or more sensor units disposed along different regions of the vehicle.

[0029] As an example, each sensor unit can include one or more sensors, such as lidar sensors, radar sensors, camera sensors (e.g., optical or infrared camera sensors), acoustic sensors (e.g., microphones or sonar-type sensors), inertial sensors (e.g., accelerometers, gyroscopes, etc.), or other sensors (e.g., positioning sensors such as GPS sensors). While certain aspects of the present disclosure may be particularly useful in connection with a particular type of vehicle, the vehicle can be any type of vehicle configured for self-driving in an autonomous driving mode, including but not limited to cars, vans, delivery trucks, motorcycles, buses, recreational vehicles, emergency vehicles, etc.

[0030] There can be different levels of autonomy for vehicles operating in a partial or fully autonomous driving mode. The National Highway Traffic Safety Administration and the Society of Automotive Engineers have identified different levels to indicate the extent to which a vehicle controls driving. For example, level 0 has no automation and the driver makes all driving-related decisions. The lowest semi-autonomous mode, level 1, includes certain driving aids, such as cruise control. Level 2 has partial automation of certain driving operations, while level 3 involves conditional automation that enables a person in the driver's seat to take over control as required. In contrast, level 4 is a high level of automation where the vehicle can drive completely autonomously without human assistance under selected conditions. Level 5 is a fully autonomous mode where the vehicle can drive without assistance in any situation. The architectures, components, systems, and methods described herein can operate in any of what is herein referred to as semi-autonomous or fully autonomous modes (e.g., levels 1 - 5) of autonomous driving. Thus, the reference to an autonomous driving mode includes both partial autonomy and full autonomy.

[0031] Figure 2FIG. 200 is a block diagram showing various components and systems of an exemplary vehicle (such as passenger vehicle 100 or bus 120) operating in an autonomous driving mode. As shown, block diagram 200 includes one or more computing devices 202, such as a computing device that includes one or more processors 204, a memory 206, and other components typically present in a general-purpose computing device. Memory 206 stores information accessible by one or more processors 204, including instructions 208 and data 210 that can be run or otherwise used by (a) processor(s) 204. The computing system can control the overall operation of the vehicle when operating in an autonomous driving mode.

[0032] Memory 206 stores information accessible by processor 204, including instructions 208 and data 210 that can be run or otherwise used by processor 204. Memory 206 can be any type capable of storing information accessible by a processor, including a computing device-readable medium. The memory is a non-transitory medium, such as a hard disk drive, a memory card, an optical disk, a solid-state device, etc. The system can include different combinations of the foregoing, whereby different portions of the instructions and data are stored on different types of media.

[0033] Instructions 208 can be any set of instructions (such as machine code) directly run by (a) processor(s) or any set of instructions (such as a script) indirectly run. For example, the instructions can be stored as computing device code on a computing device-readable medium. In this regard, the terms "instructions", "modules", and "programs" can be used interchangeably herein. The instructions can be stored in object code format for direct processing by the processor or in any other computing device language (including a script or collection of independent source code modules that are interpreted on demand or pre-compiled). Data 210 can be retrieved, stored, or modified by one or more processors 204 according to instructions 208. In one example, some or all of memory 206 can be an event data recorder or other safety data storage system configured to store vehicle diagnostics and / or acquired sensor data, which can be on-board or remote depending on the implementation.

[0034] Processor 204 can be any conventional processor, such as a commercially available CPU. Alternatively, each processor can be a specialized device, such as an ASIC or other hardware-based processor. Although Figure 2Functionally, the processor, memory, and other elements of computing device 202 are shown as being within the same block, but such a device may in fact include multiple processors, computing devices, or memories that may or may not be stored within the same physical housing. Similarly, memory 206 may be a hard disk drive or other storage medium located in a housing different from that of (one or more) processors 204. Thus, references to a processor or computing device are to be understood as including references to a collection of processors or computing devices or memories that may or may not operate in parallel.

[0035] In one example, computing device 202 may form an on-vehicle autonomous driving computing system incorporated into vehicle 100. The autonomous driving computing system is configured to communicate with various components of the vehicle. For example, computing device 202 may communicate with various systems of the vehicle including a driving system that includes a deceleration system 212 (for controlling the braking of the vehicle), an acceleration system 214 (for controlling the acceleration of the vehicle), a steering system 216 (for controlling the orientation of the wheels and the direction of the vehicle), a signal system 218 (for controlling turn signals), a navigation system 220 (for navigating the vehicle to a location or around an object), and a positioning system 222 (for determining the position of the vehicle, e.g., including the attitude of the vehicle). The autonomous driving computing system may employ a planner module 223 based on the navigation system 220, the positioning system 222, and / or other components of the system, e.g., for determining a route from a starting point to one or more destinations, selecting pick-up and / or drop-off points or areas at each location, or for modifying various driving aspects in view of current or anticipated traffic, weather, or other conditions.

[0036] Computing device 202 is also operatively coupled to a perception system 224 (configured to detect objects in the vehicle's environment), a power system 226 (e.g., a battery and / or a gasoline or diesel powered engine), and a drivetrain 230 to control the movement, speed, etc. of the vehicle in an autonomous driving mode that does not require or need continuous or periodic input from a vehicle passenger according to instructions 208 of memory 206. Some or all of the wheels / tires 228 are coupled to the drivetrain 230, and computing device 202 may be able to receive information regarding tire pressure, balance, and other factors that may affect driving in the autonomous mode.

[0037] The computing device 202 can control the direction and speed of the vehicle by controlling various components, such as via the planner module 223. As an example, the computing device 202 can use data from the map information and navigation system 220 to navigate the vehicle to a destination location completely autonomously. The computing device 202 can use the positioning system 222 to determine the position of the vehicle and use the perception system 224 to detect objects and respond to the objects when needed to safely reach the location. To do so, the computing device 202 can cause the vehicle to accelerate (e.g., by sending a signal for increasing the fuel or other energy provided to the engine via the acceleration system 214), decelerate (e.g., by sending a signal for reducing the fuel supplied to the engine, shifting gears, and / or by applying brakes via the deceleration system 212), change direction (e.g., by sending a signal for turning the front wheels or other wheels of the vehicle 100 by the steering system 216), and signal such changes (e.g., by illuminating the turn signals of the signal system 218). Thus, the acceleration system 214 and the deceleration system 212 can be part of a drivetrain or other type of transmission system 230 (which includes various components between the engine of the vehicle and the wheels of the vehicle). Additionally, by controlling these systems, the computing device 202 can also control the transmission system 230 of the vehicle to autonomously maneuver the vehicle.

[0038] The navigation system 220 can be used by the computing device 202 to determine and follow a route to a location. In this regard, the navigation system 220 and / or the memory 206 can store map information, such as a highly detailed map that the computing device 202 can use to navigate or control the vehicle. As an example, these maps can identify the shape and elevation of roads, lane markings, intersections, crosswalks, speed limits, traffic lights or signs, streetlights, buildings, signs, real-time traffic information, vegetation, or other such objects and information. Lane markings can include features such as solid or dashed double or single lane lines, solid or dashed lane lines, reflectors, etc. A given lane can be associated with the left and / or right lane lines or other lane markings that define the lane boundaries. Thus, most lanes can be delimited by the left edge of one lane line and the right edge of another lane line.

[0039] Although the map information can be an image-based map, the map information need not be entirely image-based (e.g., a raster map). For example, the map information can include a graph network of one or more road maps or information, such as roads, lanes, intersections, and the connections between these features. Each feature can be stored as graph data and can be associated with information such as a geographical location and whether it is associated with other related features. For example, a stop light, a stop sign, or a streetlight can be associated with a road and an intersection, etc. In some examples, the associated data can include a grid-based index of the road map to allow for efficient lookup of certain road map features.

[0040] The perception system 224 includes sensors 232 for detecting objects external to the vehicle. The sensors 232 are located in one or more sensor units surrounding the vehicle. The detected objects can be other vehicles, obstacles on the road, traffic signals, signs, trees, bicyclists, pedestrians, etc. The sensors 232 can also detect certain aspects of weather or other environmental conditions (such as snow, rain, or water mist) or puddles, ice, or other materials on the road.

[0041] By way of example only, the perception system 224 can include one or more lidar sensors, radar units, cameras (e.g., optical imaging devices with or without neutral density (ND) filters), positioning sensors (e.g., gyroscopes, accelerometers, and / or other inertial components), infrared sensors, acoustic sensors (e.g., microphones or sonar transducers), and / or any other detection devices that record data that can be processed by the computing device 202. Such sensors of the perception system 224 can detect objects external to the vehicle and their characteristics (such as position, orientation, size, shape, type (e.g., vehicle, pedestrian, bicyclist, etc.), heading, speed of movement relative to the vehicle, etc.). Data obtained from the sensors can include, for example, 2D or 3D point cloud data (for radar or lidar sensors), images from cameras or other optical imaging devices, sound data across one or more frequency bands, etc.

[0042] The perception system 224 can also include other sensors within the vehicle to detect objects and conditions within the vehicle (such as in the passenger compartment). For example, such sensors can detect, for example, one or more persons, pets, packages, or other cargo, etc., as well as conditions inside and / or outside the vehicle (such as temperature, humidity, etc.). This can include detecting the position where a (plural) occupant is sitting within the vehicle (e.g., front passenger seat versus second or third row seats, left side of the vehicle versus right side, etc.). The interior sensors can detect the proximity, position, and / or line of sight of an occupant relative to one or more display devices in the passenger compartment. Additionally, the sensors 232 of the perception system 224 can measure the rotational speed of the wheels 228, the amount or type of braking through the braking system 212, and other factors related to the equipment of the vehicle itself.

[0043] The raw data obtained by the sensors can be processed by the perception system 224 and / or sent to the computing device 202 periodically or continuously as the data is generated by the perception system 224 for further processing. The computing device 202 can use the positioning system 222 to determine the position of the vehicle and use the perception system 224 to detect objects and respond to the objects when needed to safely reach that position (e.g., adjustments made by the planner module 223, including adjustments for handling blockages, congestion, or other road problems, weather, etc. during operation).

[0044] As Figure 1A shown in -B, certain sensors of the sensing system 224 can be incorporated into one or more sensor assemblies or housings. In one example, these sensors can be integrated into the side mirrors on the vehicle. In another example, other sensors can be part of the roof housing 102 or other sensor housings or units 116a, 116b, 108a, 108b, 112, and / or 116. The computing device 202 can communicate with sensor assemblies located on or otherwise distributed along the vehicle. Each assembly can have one or more types of sensors, such as those described above.

[0045] Returning to Figure 2 , the computing device 202 can include all of the components typically associated with a computing device, such as the processor and memory described above, as well as the user interface subsystem 234. The user interface subsystem 234 can include one or more user inputs 236 (e.g., mouse, keyboard, touchscreen, and / or microphone) and one or more display devices 238 (e.g., a monitor with a screen or any other electronic device operable to display information). In this regard, an internal electronic display can be located within the passenger compartment of the vehicle (not shown) and can be used by the computing device 202 to provide information to passengers within the vehicle. As an example, the display can be located, for example, along the instrument panel, behind the front seats, on the center console between the front seats, along the doors of the vehicle, extending from an armrest, etc. Other output devices (such as (a) speaker(s) 240 and / or haptic actuator 241) can also be located within the vehicle. There can also be one or more vehicle sound generators and / or external speakers that can be used to communicatively transmit information, particularly to a rider or other person outside the vehicle during pick-up. The (a) display(s) and / or other output devices can be used to indicate to the rider the location of the drop-off point or other locations of interest, the estimated time until getting off, or other relevant ride-related information.

[0046] The passenger vehicle can also include a communication system 242. For example, the communication system 242 can also include one or more wireless configurations to facilitate communication with other computing devices (such as rider computing devices within the vehicle, computing devices outside the vehicle (such as with a user waiting for pick-up (or package delivery, etc.), in another nearby vehicle on the road), and / or remote server systems). The network connection can include short-range communication protocols (such as Bluetooth TM 、Bluetooth TMLow energy consumption (LE), cellular connectivity), and various configurations and protocols (including the Internet, World Wide Web, intranet, virtual private network, wide area network, local network, private network using the communication protocols proprietary to one or more companies, Ethernet, WiFi, and HTTP), and various combinations of the foregoing.

[0047] Although Figure 2 the components and systems have been generally described with respect to a passenger vehicle arrangement, as noted above, the present technology can be used in other types of vehicles, such as Figure 1C a bus 120 of -D. In a larger vehicle of this type, user interface elements such as displays, microphones, speakers, or haptic actuators can be distributed such that each passenger has their own information presentation unit and / or one or more common units that can present status information to a larger group of passengers.

[0048] Example embodiments

[0049] In view of the foregoing description and the architecture and configuration shown in the figures, various aspects of the present technology will now be described.

[0050] Autonomous vehicles (such as vehicles with level 4 or level 5 autonomy that can perform driving actions without human operation) have unique requirements and capabilities. This includes making driving decisions based on a planned route and pick-up and drop-off locations, received traffic information, objects in the external environment detected by sensors of the vehicle's perception system, etc. Traffic congestion, legal restrictions on parking or loitering, adverse weather (e.g., heavy rain, thick fog, and / or lightning), or other conditions (such as icy sidewalks, puddles, debris, work or construction area signs, traffic barriers, or safety barriers, etc.) may affect the vehicle's ability to pick up or drop off passengers or cargo (e.g., groceries or packages) at the initially selected location.

[0051] Customers may wish to be picked up at a specific time or no later than a given time. Due to the foregoing reasons, there may also be some uncertainty about the exact location of pick-up or drop-off. There is a possibility that the assigned vehicle may not be able to depart from a station or other location and pick up passengers at the desired time, especially during peak hours or in the case of other delays before pick-up. Deploying a fleet of vehicles across a service area in the hope that one vehicle will be close enough to pick up passengers at the desired time may also be infeasible. Therefore, autonomous vehicles can loiter in an area near the proposed pick-up location, where the vehicle loiters based on passenger-related information. This can include the time window when the passenger needs the vehicle (e.g., for eating and watching a movie), location information related to a client device (e.g., a mobile phone, smartwatch, or other wearable computing device), an agreed-upon maximum pick-up ETA, etc.

[0052] Example scenarios

[0053] In one aspect, a user (e.g., a passenger or other customer) can download an application for requesting a vehicle to a client computing device. For example, the user can download the application directly from a website or app store via a link in an email to their respective client computing devices, such as a mobile phone, tablet PC, laptop, or wearable computer (e.g., a smartwatch). In response to user input, the client computing device can send a request for the application via a network to, for example, one or more server computing devices and, in response, receive the application. The application can be installed locally at the client computing device. The user can use the application to request a vehicle. As part of this, the user can identify a pick-up location, a drop-off location, or both. Any intermediate stops (e.g., stopping at a supermarket, bakery, or dry cleaner on the way home from work) can also be identified. In this regard, the drop-off location or any intermediate stops can physically be at a different location from the final destination location.

[0054] A passenger or other user can specify the pick-up location, intermediate destination location, and final destination location in various ways. As an example, the pick-up location can be defaulted to the current location of the user's client computing device (e.g., based on GPS or other location information of the client computing device). Alternatively, the pick-up location can be a recent or saved location associated with the user's account, included in a calendar event, or associated with an event (such as a concert, movie, or sports event, etc.). The user can enter an address or other location information (e.g., by typing or speaking the location), click on a location on a map, or select a location from a list to identify the pick-up and / or destination location.

[0055] According to one aspect, the user can choose to share certain location-related information, including pick-up points, duration, etc. The choice can include certain permissions, such as sharing geographical location data from the client device, a "temporary fence" for sharing user-related information within a set time period, and / or other permissions, such as a "follow me" option that enables the vehicle to loiter or otherwise ensure its presence near the user. Sharing such information enables a particular vehicle or one vehicle in a fleet to meet the user's pick-up ETA requirements. Another scenario involves the vehicle loitering based on the user's history and "pushing" or suggesting trips to the user. For example, suggesting having coffee at 9 am on Saturday because the user usually has coffee at that time / on that day. Or the vehicle can also loiter based on general patterns. Thus, if the system knows that many people regularly travel from A to B at time T, then one or more vehicles can be stationed near point A at time T.

[0056] Once a user is associated with a pick-up, a vehicle such as vehicle 100 can be assigned to the user. A dispatch instruction, such as from a vehicle dispatch service, can be sent to the assigned vehicle, including a pick-up location, any intermediate destination(s), and a final destination (final drop-off location). Based thereon, the vehicle can control itself in an autonomous driving mode, e.g., by using the various systems of the vehicle as described above, towards the pick-up location in order to start and complete the trip. Although the examples herein relate to transporting passengers, similar features can be used for the transportation of goods or other cargo.

[0057] Figure 3A -B shows an example 300 of map information of a section of road including an intersection 302. Figure 3A Certain map information is drawn, which includes information identifying the following: the shape, location, and other characteristics of lane markings or lane lines 304, 306, 308, intermediate regions 310, 312, traffic signals 314, 316, and stop lines 318, 320, 322, 324. The lane lines can also define various lanes (e.g., 326a-b, 328a-b, 330a-b, 332a-b, 334a-b, and 336a-b), or these lanes can also be explicitly identified in the map information. In addition to these features, the map information (e.g., a road map) can also include information identifying the traffic direction, the speed limit of each lane, and information that allows the system to determine whether the vehicle has the right of way to complete a particular maneuver (e.g., complete a turn, change lanes, cross a lane of traffic, or proceed through an intersection), as well as other features such as curbs, buildings, waterways, vegetation, signs, etc.

[0058] The map information can identify pull-over locations, which can include one or more areas where a vehicle can stop and can pick up or drop off passengers (or packages or other cargo). These areas can correspond to parking spaces, waiting areas, shoulders, parking lots, or other places where a vehicle can loiter before picking up a passenger. For example, Figure 3B View 350 is drawn, which shows parking areas 352-358 adjacent to different parts of the road. In particular, in this view, parking areas 352a-c are adjacent to lane 326a, parking areas 354a-b are adjacent to lane 330a, parking areas 356a-b are adjacent to lane 332b, and parking area 358 is adjacent to lane 334a).

[0059] In one scenario, these locations can correspond to parking spaces, but in other scenarios, these locations can correspond to any type of area where a vehicle can stop to pick up and drop off passengers or cargo, such as a loading area or a painted curb area designated for certain temporary idling or stopping activities. These locations can be related to the time of day, holidays, street cleaning, or other regulations that can restrict when pick-up or drop-off can be performed. Based on observing where vehicles in a fleet or other vehicles stop or pull over, this information can be updated regularly, for example, weekly (or longer or shorter).

[0060] Figure 4A is an example of a pick-up location entry display 400. In this example, the display 402 of the client device 404 includes different location-related options 406, including saved locations, recent locations, and a "Follow Me" option. As shown, the saved options can include a list of saved locations 408, such as the user's home, supermarket, gym, workplace, mall, and other locations not presented on the display but viewable via a slider 410. The user can also select the "Recent" option to view a similar list of recent pick-up locations and select from them. Similarly, the user can select the "Follow Me" option 830, which enables the vehicle to loiter to ensure that the user can be picked up quickly (e.g., within 1-2 minutes) or no later than a specific time (e.g., guaranteed pick-up no later than 9:05 p.m.). Loitering can also involve passive participation, where the vehicle stands by for the user to stop at different locations multiple times.

[0061] Figure 4B is an example of a trip planner display 420 that can be presented after a pick-up location or the "Follow Me" option has been selected. Here, the UI display can indicate the pick-up location, pick-up ETA, or both the location and ETA in the first part 422 of the interface. For example, if the user selects a location based on a "Saved" or "Recent" location, it can indicate both the pick-up location and time. However, if the "Follow Me" (e.g., loitering) option is used, only the pick-up ETA may be presented because the actual location may not be set or may change depending on what the user is doing. As shown in this example, a destination can be added according to the second part 424 of the interface. Additionally, after arriving at the destination, a prompt to "Stay nearby" can be provided to the user via a mobile app or in-vehicle interface for the same vehicle (or another vehicle).

[0062] In a scenario where the user has authorized the vehicle to loiter and provide a pick-up within a specific time or within a maximum ETA, the vehicle can pre-position itself at a nearby location or move as needed to stay within a certain threshold distance or time window to meet the user's pick-up criteria. For example, Figure 5Scenario 500 is shown, which shows a map 500 where user 502 is at or near a location of interest (e.g., a store, building, park, etc.) indicated by a thumbtack 504. In this example, the system can identify a boundary 506, which can represent a physical distance (e.g., 500 meters, 2 blocks, etc.) or a time range / limit (e.g., any point within the boundary can be reached in less than 5 minutes or no later than a specific time such as 9:05 p.m., for example). Thus, as shown, vehicle 508 is located within boundary 506 to ensure a timely pick-up of user 502. If for some reason the pick-up timing cannot be guaranteed based on changing circumstances, the system can also provide an alternative interaction. Alternatively or additionally, the vehicle can stay "in sight" of the user. In this case, the vehicle can maintain a certain distance from the user but attempt to maneuver itself in a way that allows the user to easily see it. For example, pulling over right around the corner would be closer, but might make it more difficult to find the vehicle. Here, the vehicle could instead park further down the block, which would be a greater distance than around the corner, but within the user's direct line of sight.

[0063] Figure 6A An enlarged example showing a map section 600 is presented. In this example, map section 600 includes a plurality of different features that identify the shape and location of various features such as lanes 602 (e.g., 6021, ……, 602 N ), intersections 604 (e.g., 6041 ……, 604 N ), buildings 606 (e.g., 6061, ……, 606 N ), buildings or stores within the building 606, parking spaces 608 (e.g., 6081, ……, 608 N ), driveway entrances 610 (e.g., to a parking garage or other location), shoulder areas 612, no-parking zones 614, and doors 616 at one or more locations around the building. Together, these features can correspond to a single city block, multiple blocks, or other areas. Map section 600 can be part of the detailed map described above and be used by various computing devices to maneuver vehicle 100 in an autonomous driving mode.

[0064] As Figure 6B view 620 shows, customer 622 can be in one of the stores 606 within the building at a given time (e.g., time t1). Based on this, vehicle 624 can plan to be at pick-up location P as shown at location 626, which is outside one of the multiple sets of doors of the building. However, as customer 622 moves around, the system can dynamically adjust the pick-up location and / or the vehicle can adjust its positioning. For example, as in Figure 6CAs seen in view 640, customer 622 has moved north to a different store within the building. Since the new location is closer to the north-facing door than the southeast-facing door, vehicle 624 has changed its position and the pick-up location can be changed to the updated, more current location 642. In this example, the vehicle can idle in one of the parking spaces if available and permitted by regulations. However, if there are no available parking spaces or parking is not currently allowed, the vehicle can move to another location, circle the building, or take another driving action to ensure it can meet the customer's pick-up timing requirements. This can include moving towards the driveway entrance 610 ( Figure 6A ) or parking in a parking garage on or near the building site.

[0065] The system can use GPS in combination with building information (e.g., entrances, ramps, pick-up areas, etc.). Location data can be obtained from the ride service's own mapping efforts or another service (e.g., Google Maps TM ). The location can be queried from the user's device, and the device can use many possible technologies (GPS, WiFi, Bluetooth, etc.) to provide the location. The location will then be sent via any wireless connection available on the user device (e.g., cellular, WiFi, ad-hoc, etc.).

[0066] The system can obtain data on the locations of parking meters. When there are parking options that include metered parking spaces, the system can re-evaluate where to position the vehicle based on the proximity of the metered parking space and other parking options to the estimated pick-up location. For example, if the metered parking space is approximately the same distance or farther than other options, a non-metered location can be selected for the vehicle to loiter. But if the metered parking space is closer and / or provides a line of sight to the pick-up location, the metered parking space can be selected as the loitering location. Here, the service can pay the meter seamlessly, e.g., bill the user according to a pricing / fee agreement. In one scenario, the customer may be notified of the option to have the vehicle pay to park (and be close) or roam in the nearby area (but with a possible slight pick-up delay). Alternatively, the vehicle can occupy an empty paid location without paying, but if another vehicle comes to use the location, the vehicle will leave the location.

[0067] The position of the vehicle before pick-up can depend not only on the user's current location but also vary according to the type of information it has about that location. Thus, if the system has a higher or lower confidence in changes in location information, traffic, weather, or other variables, the boundaries (see Figure 5The 506) in can be expanded or shrunk. For example, the system can adjust how far the vehicle can be located based on the type of location information (e.g., outdoor GPS location vs. indoor WiFi estimate vs. signal strength of Bluetooth signal when the user is walking around in a mall, arena, or other building). The location information can be used in combination with the walking time to that location, as a closer physical location may not always mean the fastest walking time.

[0068] In one scenario, when it is determined or estimated that the user is within a certain threshold distance of the planned pick-up location, the vehicle can arrive at that location at or before the user's desired ETA. In another scenario, the user can indicate that he or she is ready for immediate pick-up. As Figure 7A shown in view 700, the user can press a button on their device to indicate that they are ready (e.g., "Pick me up now" as shown). Alternatively or additionally, the user can speak, gesture, provide tactile input (e.g., shake, wave, or reorient the device). As Figure 7B shown in view 710, a notification from the vehicle (or ride service) can be presented on the user's device to indicate that the vehicle will be waiting at the pick-up location. In a further scenario, the vehicle can drive to or arrive at the pick-up location based on the user's proximity to the pick-up location. For example, if the user is inside a store in a shopping complex and starts walking towards the exit, this can indicate that the user is ready to leave the shopping complex. If there are more than one possible pick-up locations, the system can identify the nearest pick-up point for the user. As a result, the vehicle can move to that pick-up location (e.g., the loading area adjacent to the store or a designated parking space). The vehicle can display one or more visual markers (e.g., the user's initials or some other unique identifier) so that the user can quickly identify which vehicle to enter. In some cases, the vehicle can indicate that it is "booked" or "waiting" for someone.

[0069] Notifications can also be provided to the user's client computing device that indicate how to find the vehicle, which door to enter, and / or other useful information to make the pick-up efficient. Figure 8A Example 800 is shown, which indicates that the right rear door of the vehicle is unlocked and also indicates the dashed path that the passenger can follow to quickly enter that door. Figure 8B Another example 810 is shown, where an auditory cue (e.g., 3 honks) of the vehicle is pointed out to the passenger so that the correct vehicle can be easily identified.

[0070] In one embodiment, the pick-up related information transmitted to the user's personal device originates from the vehicle. For example, the pick-up (or drop-off) location and other status information can be identified by the planner module or other parts of the on-vehicle processing system. This information can be communicated directly (e.g., via a WiFi connection, a Bluetooth ad-hoc link, etc.) or routed through a remote server (e.g., via a cellular communication link), such as as part of a fleet management system (see, e.g., Figure 9A -B) discussed further below. In one scenario, the server can decide whether to send a message to the user and how to send the message to the user. In another scenario, both the vehicle and the server can send the status information to the user's device. This can be done collaboratively between the vehicle and the server or independently.

[0071] Figure 9A -B shows a general example of how information is communicated between the vehicle and the user. In particular, Figure 9A and Figure 9B are respectively an intuitive diagram and a functional diagram of an example system 900 that includes a plurality of computing devices 902, 904, 906, 908 and a storage system 910 connected via a network 912. The system 900 also includes a vehicle 914, which can be configured to be the same as or similar to the vehicles 100 and 120 of Figure 1A -B and Figure 1C -D. The vehicle 914 can be part of a fleet of vehicles. Although only some vehicles and computing devices are shown for simplicity, a typical system can include significantly more vehicles and computing devices.

[0072] As Figure 9B shown, each of the computing devices 902, 904, 906 and 908 can include one or more processors, memories, data, and instructions. Such processors, memories, data, and instructions can be configured similarly to those described above with respect to Figure 2 . The various computing devices and vehicles can communicate via one or more networks, such as network 912. The network 912 and intermediate nodes can include various configurations and protocols, including short-range communication protocols such as Bluetooth TM , Bluetooth LE TM , the Internet, the World Wide Web, an intranet, a virtual private network, a wide area network, a local network, a private network using a communication protocol proprietary to one or more companies, Ethernet, WiFi, and HTTP, as well as various combinations of the foregoing. Such communication can be facilitated by any device capable of transmitting data to and from other computing devices, such as modems and wireless interfaces.

[0073] In one example, computing device 902 can include one or more server computing devices having multiple computing devices, such as a load-balanced server farm, that exchange information with different nodes of a network for the purpose of receiving data, processing data, and transmitting data to and from other computing devices. For example, computing device 902 can include one or more server computing devices capable of communicating via network 912 with the computing devices of vehicle 914 and computing devices 904, 906, and 908. For example, vehicle 914 can be part of a fleet of vehicles that can be dispatched by the server computing device to various locations. In this regard, computing device 902 can function as a dispatch server computing system that can be used to dispatch vehicles to different locations to pick up or drop off passengers or pick up and deliver packages or other goods, such as groceries. Additionally, the server computing device 902 can use network 912 to send and present information to a user of one of the other computing devices or a rider of a vehicle. In this regard, computing devices 904, 906, and 908 can be considered client computing devices.

[0074] According to one aspect, a particular vehicle of a fleet can be assigned to a rider and can loiter near the rider to ensure pick-up no later than a specified time. Alternatively, multiple vehicles of the fleet can loiter in a given area (such as near a stadium, arena, or concert venue) to pick up one or more riders when those riders are ready to leave the facility. In this case, the vehicles may not be pre-assigned to any particular rider but can be assigned on demand depending on their proximity to the rider, desired pick-up time, and / or other factors. In either case, the (multiple) vehicle(s) can provide an indication (except for a designated rider) that it is pre-hired / not for hire to people in the nearby area. This can be done using a visual marker (e.g., a sign) or other means.

[0075] As Figure 9A shown, each client computing device 904, 906, and 908 can be a personal computing device intended for use by a respective user 916 and can have all the components typically associated with a personal computing device, including one or more processors (e.g., a central processing unit (CPU)), a memory for storing data and instructions (e.g., RAM and an internal hard drive), a display (e.g., a monitor with a screen, a touch screen, a projector, a television, or other device (such as a smartwatch display operable to display information)), and a user input device (e.g., a mouse, a keyboard, a touch screen, or a microphone and / or hands-free sensor (such as a millimeter-wave sensor)). The client computing device can also include a camera for recording video streams, speakers, a network interface device, and all the components for connecting these elements to each other.

[0076] While client computing devices can each include full-sized personal computing devices, they can alternatively include mobile computing devices capable of wirelessly exchanging data with a server over a network such as the Internet. By way of example only, client computing devices 906 and 908 can be mobile phones or devices such as: a wireless-enabled PDA, a tablet PC, a wearable computing device (e.g., a smartwatch, smart glasses, or smart clothing), or a netbook capable of obtaining information over the Internet or other network.

[0077] In some examples, client computing device 904 can be a remote assistance workstation used by an administrator or operator to communicate with a rider of a dispatched vehicle or a user waiting to be picked up. Although only a single remote assistance workstation 904 is shown in Figure 9A -B, any number of such workstations can be included in a given system. Additionally, although workstation 904 is depicted as a desktop computer, workstation 904 can include various types of personal computing devices such as a laptop, a netbook, a tablet computer, etc.

[0078] Storage system 910 can be any type of computerized storage capable of storing information accessible to server computing device 902, such as a hard disk drive, a memory card, ROM, RAM, a DVD, a CD-ROM, a flash drive, and / or a tape drive. Additionally, storage system 1510 can include a distributed storage system where data is stored on multiple different storage devices that can be physically located in the same or different geographical locations. Storage system 910 can be connected to the computing devices via network 912 as shown in Figure 9A -B, and / or can be directly connected to or incorporated into any computing device.

[0079] In the presence of one or more riders, the vehicle or remote assistance can communicate directly or indirectly with the (multiple) rider client computing devices. Here, for example, information regarding current driving operations, route changes in response to current conditions (e.g., traffic), pick-up and / or drop-off locations can be provided to the rider, either in the case of indicating a level of uncertainty or variability in location, etc., or in the case of not indicating a level of uncertainty or variability in location, etc. As explained above, information can be passed from the vehicle to the rider or other users. For example, when a user is waiting to be picked up, the vehicle can send pick-up information via network 912. However, when the vehicle arrives at the pick-up location or the user enters the vehicle, the vehicle can communicate directly with the user's device, for example, via Bluetooth TM or an NFC communication link.

[0080] Figure 10A method 1000 for managing passenger pick-up for a vehicle operating in an autonomous driving mode is shown in accordance with the foregoing. At block 1002, the method includes receiving, by one or more processors associated with a vehicle operating in an autonomous driving mode, for example, trip information corresponding to a trip of a passenger, the trip information including an estimated time to pick up the passenger. At block 1004, a boundary representing at least one of a physical distance or a time limit within which the vehicle is capable of picking up the passenger no later than the estimated pick-up time is identified. At block 1006, the driving system of the vehicle is caused, for example, by the (one or more) processors, to pre-position the vehicle within the boundary in the autonomous driving mode to ensure that the vehicle is capable of picking up the passenger no later than the estimated pick-up time. At block 1008, after pre-positioning the vehicle and upon receiving the position information of the passenger, the driving system is caused, for example, by the (one or more) processors, to maneuver the vehicle to a determined pick-up position in the autonomous driving mode before or at the estimated pick-up time.

[0081] Finally, as described above, the present technology is applicable to various types of vehicles, including passenger cars, buses, RVs, delivery trucks or other freight vehicles, emergency vehicles, construction vehicles, etc.

[0082] Unless otherwise stated, the foregoing alternative examples are not mutually exclusive, but may be implemented in various combinations to achieve unique advantages. Since these and other variations and combinations of the above features may be utilized without departing from the subject matter defined by the claims, the foregoing description of the embodiments should be regarded as illustrative rather than as a limitation of the subject matter defined by the claims. Additionally, the examples described herein and the provision of clauses phrased as "such as", "including", etc. should not be construed as limiting the subject matter of the claims to a particular example; rather, these examples are intended to illustrate only one of many possible embodiments. Further, like reference numerals in different figures may identify the same or similar elements. Processes or other operations may be performed in a different order or simultaneously, unless explicitly indicated otherwise herein.

Claims

1. A method for managing passenger pick-up for a vehicle operating in an autonomous driving mode, the method comprising: Receiving, by one or more processors associated with a vehicle operating in an autonomous driving mode, trip information corresponding to a trip of a passenger, the trip information including an estimated time to pick up the passenger at a first pick-up location; Identifying, by the one or more processors, a boundary around the first pick-up location, the boundary being defined by a time limit within which the vehicle can reach any location within the boundary not later than a specified time; Causing, by the one or more processors, a driving system of the vehicle in the autonomous driving mode to pre-position the vehicle at a location within the boundary other than the first pick-up location to ensure that the vehicle can pick up the passenger not later than the estimated pick-up time; and After pre-positioning the vehicle and upon receiving the location information of the passenger, causing, by the one or more processors, the driving system to maneuver the vehicle to a determined pick-up location in the autonomous driving mode before or at the estimated pick-up time.

2. The method according to claim 1, further comprising: Determining a set of pick-up location options for picking up the passenger not later than the estimated pick-up time; And Selecting, based on the received location information, a given pick-up location from the set of pick-up location options.

3. The method according to claim 2, wherein selecting the given pick-up location includes evaluating at least one of traffic congestion, parking restrictions, loitering restrictions, or adverse environmental conditions.

4. The method according to claim 1, further comprising dynamically adjusting the determined pick-up location to a different pick-up location when it is determined that the location of the passenger has changed.

5. The method according to claim 4, wherein determining that the location of the passenger has changed includes identifying that the passenger has moved towards an exit different from the initially identified exit to a place of interest.

6. The method according to claim 4, further comprising providing a notification to the passenger identifying the change to the different pick-up location.

7. The method according to claim 1, further comprising changing the pre-positioned location of the vehicle to a different pre-positioned location based on receiving an update to the location information.

8. The method according to claim 1, further comprising changing the pre-positioned location of the vehicle to a different pre-positioned location based on a confidence value associated with the type of location information.

9. The method according to claim 1, wherein pre-positioning the vehicle by the driving system of the vehicle is based on the walking time to the determined pick-up location.

10. The method according to claim 1, wherein pre-positioning the vehicle by the driving system of the vehicle is based on whether a possible pre-positioned location has a paid parking space.

11. The method according to claim 1, wherein pre-positioning the vehicle by the driving system of the vehicle includes evaluating a plurality of pre-positioned location options based on whether any of the pre-positioned location options has a direct line of sight to the determined pick-up location.

12. The method according to claim 11, wherein the evaluation includes selecting a first option among the plurality of pre-positioned location options that has a direct line of sight to the determined pick-up location, even if the first option is farther from the determined pick-up location than another option among the plurality of pre-positioned location options.

13. The method according to claim 1, wherein the location information is the location of the rider or the location of the rider's client device.

14. The method according to claim 1, wherein: the vehicle is a given vehicle in a fleet of vehicles configured to operate in an autonomous driving mode; and the method further includes selecting the given vehicle from the fleet of vehicles by a fleet management system based on the proximity of the given vehicle to the boundary or the proximity of the given vehicle to the determined pick-up location.

15. The method according to claim 1, wherein: the vehicle is one of a fleet of vehicles configured to operate in an autonomous driving mode; the rider is one of a group of riders; and the method further includes dispatching one or more vehicles from the fleet of vehicles by a fleet management system to pick up the group of riders based on the proximity to the boundary or the proximity to the determined pick-up location.

16. A vehicle configured to operate in an autonomous driving mode, the vehicle comprising: a perception system including one or more sensors configured to receive sensor data related to objects in the vehicle's external environment; a driving system including a steering subsystem, an acceleration subsystem, and a deceleration subsystem to control the driving of the vehicle; a positioning system including at least one sensor, the positioning system configured to determine the current position of the vehicle; and a control system including one or more processors, the control system operatively coupled to the drive system, the perception system, and the positioning system, the control system being configured to: receive trip information corresponding to a rider's trip, the trip information including an estimated time to pick up the rider at a first pick-up location; identify a boundary around the first pick-up location, the boundary being defined by a time limit within which the vehicle can reach any position within the boundary no later than a specified time; cause the driving system of the vehicle in autonomous driving mode to pre-position the vehicle at a position within the boundary other than the first pick-up location to ensure that the vehicle can pick up the rider no later than the estimated pick-up time; and after pre-positioning the vehicle and upon receiving the rider's location information, cause the driving system to maneuver the vehicle to the determined pick-up location in autonomous driving mode before or at the estimated pick-up time.

17. The vehicle according to claim 16, wherein the control system is further configured to: determine a set of pick-up location options for picking up the rider no later than the estimated pick-up time; and select a given pick-up location from among the pick-up location options in the set based on the received location information.

18. The vehicle according to claim 16, wherein the control system is further configured to dynamically adjust the determined pick-up location to a different pick-up location when it is determined that the rider's position has changed.

19. The vehicle according to claim 16, wherein pre-positioning the vehicle by the vehicle's driving system is based on one or more of the following: The walking time to a determined pick-up location; or An evaluation of a plurality of pre-positioning location options based on whether any of the pre-positioning location options has a direct line of sight to the determined pick-up location.

20. The vehicle according to claim 16, wherein pre-positioning the vehicle by the vehicle's driving system based on the assessment includes: Selecting the first option of the plurality of pre-positioning location options based on the first option having a line of sight to the determined pick-up location, even if the first option is farther from the determined pick-up location than another option of the plurality of pre-positioning location options.

21. The vehicle according to claim 16, wherein, The control system is further configured to change the predetermined positioning location of the vehicle to a different predetermined positioning location based on a confidence value associated with the type of the location information.

Images