Predictive regenerative braking

Abstract

Embodiments of the present disclosure relate to dynamically and automatically adjusting a standard regenerative braking intensity. Road data about roads on a route navigated by the vehicle, data from one or more sensors of the vehicle, and data including parameter values ​​of an operating state of the vehicle are received by a processor of a control system of the vehicle. A standard regenerative braking intensity value is retrieved from a memory based on vehicle acceleration. An adjusted regenerative braking intensity value is calculated based on at least one of the road data, sensor data, and parameter values ​​of the operating state of the vehicle and the standard regenerative braking intensity value. The adjusted regenerative braking intensity value is transmitted to a control system, and an acceleration or deceleration amount is applied to the vehicle based on the adjusted regenerative braking intensity value.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of and priority to U.S. patent application serial number 16 / 780,129, filed on February 23, 2020, and entitled “Predictive Regenerative Braking,” the entire disclosure of which is incorporated herein by reference in its entirety for all that it teaches and for all purposes. Technical Field

[0003] The present disclosure relates generally to systems and methods for regenerative braking, and more particularly to systems and methods for optimizing the amount of regenerative braking based on static and dynamic factors. Background Art

[0004] Regenerative braking is used for vehicles that utilize electric motors, primarily all-electric vehicles and hybrid electric vehicles. Through regenerative braking, the generated electrical energy can be fed into the charging system of the vehicle battery. Currently, the regenerative braking intensity has a standard value fixed to a certain acceleration, which results in different feelings depending on the driving speed and different system-level effects. Many vehicles have the ability to dynamically change the level of regenerative braking below a determined maximum value that is safe in all conditions. Therefore, there is a need to dynamically and automatically change the standard regenerative braking intensity value based on factors other than the vehicle's driving speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Figure 1 A vehicle according to an embodiment of the present disclosure is shown;

[0006] Figure 2 shows a plan view of a vehicle according to at least some embodiments of the present disclosure;

[0007] Figure 3A is a block diagram of an embodiment of a communication environment of a vehicle according to an embodiment of the present disclosure;

[0008] Figure 3B is a block diagram of an embodiment of an interior sensor within a vehicle according to an embodiment of the present disclosure;

[0009] Figure 3C is a block diagram of an embodiment of a navigation system for a vehicle according to an embodiment of the present disclosure;

[0010] Figure 4 An embodiment of an instrument panel of a vehicle according to one embodiment of the present disclosure is shown;

[0011] Figure 5 is a block diagram of an embodiment of a communication subsystem of a vehicle;

[0012] Figure 6 is a block diagram of a computing environment associated with the embodiments presented herein;

[0013] Figure 7 is a block diagram of a computing device associated with one or more components described herein;

[0014] Figure 8 According to the embodiments of the present disclosure, the Figure 3A and Figure 3C An exemplary diagram of system components and data flow in a vehicle controller shown in; and

[0015] Fig. 9 is a flow chart illustrating an exemplary process for dynamically and automatically adjusting a standard regenerative braking intensity value according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0016] Embodiments of the present disclosure will be described in conjunction with vehicles, and in some embodiments, electric vehicles, rechargeable electric vehicles, and / or hybrid electric vehicles, and associated systems.

[0017] The following detailed description refers to the accompanying drawings.The same reference numbers in different drawings may identify the same or similar elements.

[0018] Figure 1 A perspective view of a vehicle 100 according to an embodiment of the present disclosure is shown. The electric vehicle 100 includes a vehicle front 110, a vehicle tail or rear 120, a vehicle roof 130, at least one vehicle side 160, a vehicle chassis 140, and a vehicle interior 150. In any case, the vehicle 100 may include a frame 104 and one or more body panels 108 mounted or attached thereto. The vehicle 100 may include one or more interior components (e.g., components within the interior space 150 of the vehicle 100 or a user space, etc.), exterior components (e.g., components outside the interior space 150 of the vehicle 100 or a user space, etc.), drive systems, control systems, structural components, etc.

[0019] Although shown in the form of an automobile, it should be understood that the vehicle 100 described herein may include any conveyance or any type of conveyance, wherein the conveyance is designed to move one or more tangible objects, such as people, animals, cargo, etc. The term "vehicle" does not require that the conveyance moves or is capable of moving. Typical vehicles may include, but are not limited to, cars, trucks, motorcycles, buses, automobiles, trains, railroad conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space shuttles, aircraft, human-powered conveyances, etc.

[0020] In some embodiments, the vehicle 100 may include a plurality of sensors, devices and / or systems that can assist driving operations, such as autonomous or semi-autonomous control. Examples of various sensors and systems may include, but are not limited in any way to, one or more of the following: cameras (e.g., independent, stereoscopic, combined images, etc.), infrared (IR) sensors, radio frequency (RF) sensors, ultrasonic sensors (e.g., transducers, transceivers, etc.), RADAR sensors (e.g., object detection sensors and / or systems), LiDAR (light imaging, detection and ranging) systems, ranging sensors and / or devices (e.g., encoders, etc.), orientation sensors (e.g., accelerometers, gyroscopes, magnetometers, etc.), navigation sensors and systems (e.g., GPS, etc.), and other ranging, imaging and / or object detection sensors. The sensors may be disposed in the interior space 150 of the vehicle 100 and / or on the exterior of the vehicle 100. In some embodiments, the sensors and systems may be disposed in one or more parts of the vehicle 100 (e.g., frame 104, body panels, compartments, etc.).

[0021] The vehicle sensors and systems may be selected and / or configured to accommodate the level of operation associated with the vehicle 100. Among other things, the number of sensors used in the system may be varied to increase or decrease the information available to the vehicle control system (e.g., affecting the control capabilities of the vehicle 100). Additionally or alternatively, the sensors and systems may be part of one or more advanced driver assistance systems (ADAS) associated with the vehicle 100. In any case, the sensors and systems may be used to provide driving assistance at any level of operation (e.g., from fully manual operation to fully autonomous operation, etc.), as described herein.

[0022] The various control and / or operation levels of the vehicle may be described as corresponding to the autonomous level of the vehicle driving operation associated with the vehicle 100. For example, at level 0 or fully manual driving operation, the driver (e.g., human driver) may be responsible for all driving control operations associated with the vehicle (e.g., steering, acceleration, braking, etc.). Level 0 may be referred to as the "no automation" level. At level 1, the vehicle may be responsible for a limited number of driving operations associated with the vehicle, while the driver is still responsible for most driving control operations. Examples of level 1 vehicles may include vehicles in which throttle control and / or braking operations (e.g., cruise control operations, etc.) may be controlled by the vehicle. Level 1 may be referred to as the "driver assistance" level. At level 2, the vehicle may collect (e.g., via one or more driving assistance systems, sensors, etc.) information about the vehicle's environment (e.g., surrounding areas, roads, traffic, environmental conditions, etc.), and use the collected information to control driving operations related to the vehicle (e.g., steering, acceleration, braking, etc.). In a level 2 autonomous vehicle, the driver may be required to perform other aspects of driving operations that are not controlled by the vehicle. Level 2 may be referred to as the "partial automation" level. It will be appreciated that Levels 0 to 2 all involve the driver monitoring the driving operation of the vehicle.

[0023] At level 3, the driver can be out of control of all driving operations of the vehicle except when the vehicle requests the operator to act or intervene to control one or more driving operations. In other words, unless the driver is required to take over the vehicle, the driver can be out of control of the vehicle. Level 3 can be called the "conditional automation" level. At level 4, the driver can be out of control of all driving operations of the vehicle, and the vehicle can control the driving operation even when the user fails to respond to the intervention request. Level 4 can be called the "high automation" level. At level 5, the vehicle can control all driving operations associated with the vehicle in all driving modes. Level 5 vehicles can continuously monitor traffic, vehicles, roads and / or environmental conditions when driving the vehicle. At level 5, human driver interaction is not required in any driving mode. Therefore, level 5 can be called the "full automation" level. It should be understood that at levels 3 to 5, the vehicle and / or one or more automated driving systems associated with the vehicle monitor the driving operation and driving environment of the vehicle.

[0024] like Figure 1As shown, the vehicle 100 may include, for example, at least one of the following: a ranging and imaging system 112 (e.g., lidar, etc.), imaging sensors 116A, 116F (e.g., cameras, IR, etc.), radio object detection and ranging system sensors 116B (e.g., radar, RF, etc.), ultrasonic sensors 116C, and / or other object detection sensors 116D, 116E. In some embodiments, the lidar system 112 and / or sensors may be mounted on the roof 130 of the vehicle 100. In one embodiment, the radar sensor 116B may be disposed at least at the front 110, rear 120, or side 160 of the vehicle 100. Among other things, the radar sensor may be used to monitor and / or detect the location of other vehicles, pedestrians, and / or other objects near or approaching the vehicle 100. Although shown as being associated with one or more areas of the vehicle 100, it should be understood that Figure 1 and Figure 2 Any of the sensors and systems 116A- 116K, 112 shown in the drawings may be disposed in, on, and / or around the vehicle 100 in any location, area, and / or zone of the vehicle 100 .

[0025] Reference now Figure 2 , depicts a plan view of a vehicle 100 according to an embodiment of the present disclosure. In particular, Figure 2 A vehicle sensing environment 200 is shown that is at least partially defined by sensors and systems 116A to 116K, 112 disposed in, on, and / or around the vehicle 100. Each sensor 116A to 116K may include an operating detection range R and an operating detection angle. The operating detection range R may define an effective detection limit or distance of the sensor 116A to 116K. In some cases, this effective detection limit may be defined as a distance from a portion of the sensor 116A to 116K (e.g., a lens, a sensing surface, etc.) to a point in space that is offset from the sensor 116A to 116K. The effective detection limit may define a distance beyond which the sensing capability of the sensor 116A to 116K deteriorates, does not work, or is unreliable. In some embodiments, the effective detection limit may define a distance within which the sensing capability of the sensor 116A to 116K is able to provide accurate and / or reliable detection information. The operating detection angle may define at least one angle between the span or horizontal and / or vertical limits of the sensor 116A to 116K. As can be appreciated, the operational detection limits and operational detection angles of the sensors 116A-116K together can define effective detection zones 216A-216D (eg, effective detection areas and / or volumes, etc.) of the sensors 116A-116K.

[0026] In some embodiments, the vehicle 100 may include a ranging and imaging system 112, such as a laser radar, etc. The ranging and imaging system 112 may be configured to detect visual information in the environment around the vehicle 100. The visual information detected in the environment around the ranging and imaging system 112 may be processed (e.g., via one or more sensors and / or system processors, etc.) to generate a complete 360-degree view of the environment 200 around the vehicle. The ranging and imaging system 112 may be configured to generate a changing 360-degree view of the environment 200 in real time, for example, while the vehicle 100 is driving. In some cases, the ranging and imaging system 112 may have an effective detection limit 204, which is a certain distance outward from the center of the vehicle 100 on 360 degrees. The effective detection limit 204 of the ranging and imaging system 112 defines an observation zone 208 (e.g., an area and / or volume, etc.) around the vehicle 100. Any object that falls outside the observation zone 208 is in an undetected zone 212 and will not be detected by the ranging and imaging system 112 of the vehicle 100.

[0027] Sensor data and information may be collected by one or more sensors or systems 116A to 116K, 112 of the vehicle 100 that monitor the vehicle sensing environment 200. This information may be processed (e.g., via a processor, a computer vision system, etc.) to determine targets (e.g., objects, signs, people, signs, roads, road conditions, etc.) within one or more detection zones 208, 216A to 216D associated with the vehicle sensing environment 200. In some cases, information from multiple sensors 116A to 116K may be processed to form composite sensor detection information. For example, a first sensor 116A and a second sensor 116F may correspond to a first camera 116A and a second camera 116F aimed at the forward direction of travel of the vehicle 100. In this example, the images collected by the cameras 116A, 116F may be combined to form stereoscopic image information. This composite information may improve the capabilities of a single sensor in the one or more sensors 116A to 116K by, for example, increasing the ability to determine the depth associated with targets in the one or more detection zones 208, 216A to 216D. Similar image data may be collected by a rear-view camera (eg, sensors 116G, 116H) aimed at the vehicle 100 in the rearward direction of travel.

[0028] In some embodiments, multiple sensors 116A to 116K can be effectively joined to increase the sensing area and provide increased sensing coverage. For example, multiple radar sensors 116B disposed on the front 110 of the vehicle can be joined to provide a coverage area 216B across the entire front 110 of the vehicle. In some cases, multiple radar sensors 116B can cover a detection area 216B including one or more other sensor detection areas 216A. These overlapping detection areas can provide redundant sensing, enhanced sensing, and / or provide more sensing details within a specific portion (e.g., area 216A) of a larger area (e.g., area 216B). In addition or alternatively, the sensors 116A to 116K of the vehicle 100 can be arranged to produce complete coverage via one or more sensing areas 208, 216A to 216D around the vehicle 100. In some areas, the sensing areas 216C of two or more sensors 116D, 116E can intersect at the overlap area 220. In some areas, the angles and / or detection limits of two or more sensing regions 216C, 216D (eg, of two or more sensors 116E, 116J, 116K) may meet at a virtual intersection 224 .

[0029] The vehicle 100 may include a plurality of sensors 116E, 116G, 116H, 116J, 116K disposed near the rear 120 of the vehicle 100. These sensors may include, but are not limited to, imaging sensors, cameras, IR, radio object detection and ranging sensors, radar, RF, ultrasonic sensors, and / or other object detection sensors. Among other things, these sensors 116E, 116G, 116H, 116J, 116K may detect objects near or approaching the rear of the vehicle 100. For example, another vehicle approaching the rear 120 of the vehicle 100 may be detected by one or more of the ranging and imaging system (e.g., LiDAR) 112, the rear-view cameras 116G, 116H, and / or the rear-facing radar sensors 116J, 116K. As described above, the images from the rear-view cameras 116G, 116H may be processed to generate a stereoscopic view of objects visible to both cameras 116G, 116H (e.g., to provide depth associated with an object or environment, etc.). As another example, the vehicle 100 may be driving, and one or more of the ranging and imaging system 112, the front-facing cameras 116A, 116F, the front-facing radar sensor 116B, and / or the ultrasonic sensor 116C may detect an object in front of the vehicle 100. This approach may provide key sensor information to the vehicle control system in at least one of the above-mentioned autonomous driving levels. For example, when the vehicle 100 is autonomously driving (e.g., level 3, level 4, or level 5) and detects other vehicles stopped in the path of travel, the sensor detection information may be sent to the vehicle control system of the vehicle 100 to control the driving operation (e.g., braking, deceleration, etc.) associated with the vehicle 100 (in this example, the vehicle 100 is slowed down to avoid collision with other stopped vehicles). As yet another example, the vehicle 100 may be operating, and one or more of the ranging and imaging system 112 and / or the side-facing sensors 116D, 116E (e.g., radar, ultrasonic, camera, combination thereof, and / or other types of sensors) may detect an object located on the side of the vehicle 100. It should be appreciated that the sensors 116A-116K may detect objects at both the sides 160 and the front 110 of the vehicle 100 (e.g., disposed at a diagonal angle to a centerline of the vehicle 100 traveling from the front 110 of the vehicle 100 to the rear 120 of the vehicle). Additionally or alternatively, the sensors 116A-116K may detect objects at both the sides 160 and the rear 120 of the vehicle 100, or at both locations (e.g., disposed at a diagonal angle to a centerline of the vehicle 100).

[0030] FIG. 3A to FIG. 3C3 is a block diagram of an embodiment of a communication environment 300 of a vehicle 100 according to an embodiment of the present disclosure. The communication system 300 may include one or more vehicle driving sensors and systems 304, a sensor processor 340, a sensor data storage 344, a vehicle control system 348, a communication subsystem 350, control data 364, a computing device 368, a display device 372, and other components 374 that may be associated with the vehicle 100. These associated components may be electrically and / or communicatively coupled to each other via at least one bus 360. In some embodiments, one or more associated components may send and / or receive signals to at least one of a navigation source 356A, a control source 356B, or some other entity 356N via a communication network 352.

[0031] According to at least some embodiments of the present disclosure, the communication network 352 may include any type of known communication medium or collection of communication media, and may use any type of protocol, such as SIP, TCP / IP, SNA, IPX, AppleTalk, etc., to transmit messages between endpoints. The communication network 352 may include wired and / or wireless communication technologies. The Internet is an example of a communication network 352, which constitutes an Internet Protocol (IP) network, which is composed of many computers, computing networks, and other communication devices located around the world, which are connected through many telephone systems and other means. Other examples of communication networks 352 include, but are not limited to, standard plain old telephone systems (POTS), integrated services digital networks (ISDN), public switched telephone networks (PSTN), local area networks (LANs) such as Ethernet, token ring networks, and / or the like, wide area networks (WANs), including but not limited to virtual private networks ("VPNs"); the Internet, intranets, extranets, cellular networks, infrared networks; wireless networks (e.g., in the IEEE 802.9 protocol suite, known in the art) and / or the like. The communication network 352 may include any type of network running under any of the IEEE 802.11 protocols and / or any other wireless protocols), as well as any other type of packet-switched or circuit-switched network known in the art and / or any combination of these and / or other networks. In addition, it will be appreciated that the communication network 352 need not be limited to any one type of network, but may include many different networks and / or network types. The communication network 352 may include a number of different communication media, such as coaxial cables, copper cables / wires, fiber optic cables, antennas for transmitting / receiving wireless messages, and combinations thereof.

[0032] The driving vehicle sensors and systems 304 may include at least one navigation sensor or system 308 (e.g., a global positioning system (GPS) or the like), an orientation sensor or system 312, a range sensor or system 316, a lidar sensor or system 320, a radar sensor or system 324, an ultrasonic sensor or system 328, a camera sensor or system 332, an infrared (IR) sensor or system 336, and / or other sensors or systems 338. These driving vehicle sensors and systems 304 may be combined with Figure 1 and Figure 2 The sensors and systems 116A to 116K, 112 are described to be similar, if not identical.

[0033] The navigation sensor 308 may include one or more sensors having a receiver and an antenna configured to utilize a satellite-based navigation system including a network of navigation satellites capable of providing geo-location and time information to at least one component of the vehicle 100. Examples of the navigation sensor 308 described herein may include, but are not limited to, at least one of the following: GLO TM A series of GPS and GLONASS combined sensors, GPS 15x TM Series sensors, GPS 16x TM A series of sensors with highly sensitive receivers and antennas, GPS18x OEM Series High Sensitivity GPS Sensors, Dewetron DEWE-VGPS Series GPS Sensors, GlobalSat 1-Hz Series GPS Sensors, other industrial equivalent navigation sensors and / or systems, and may use any known or future developed standards and / or architectures to perform navigation and / or geolocation functions.

[0034] Orientation sensor 312 may include one or more sensors configured to determine the orientation of vehicle 100 relative to at least one reference point. In some embodiments, orientation sensor 312 may include at least one pressure transducer, stress / strain gauge, accelerometer, gyroscope, and / or geomagnetic sensor. Examples of the navigation sensor 308 described herein may include, but are not limited to, at least one of the following: Bosch Sensortec BMX 160 series low power absolute orientation sensor, Bosch Sensortec BMX055 9-axis sensor, Bosch Sensortec BMI055 6-axis inertial sensor, Bosch Sensortec BMI160 6-axis inertial sensor, Bosch Sensortec BMF055 9-axis inertial sensor (accelerometer, gyroscope, and magnetometer) with integrated Cortex M0+ microcontroller, Bosch Sensortec BMP280 absolute barometric pressure sensor, Infineon TLV493D-A1B6 3D magnetic sensor, Infineon TLI493D-W1B6 3D magnetic sensor, Infineon TL series 3D magnetic sensor, Murata Electronics SCC2000 series combined gyroscope sensor with accelerometer, Murata Electronics The SCC1300 series of combined gyroscope sensors and accelerometers, other industry equivalent orientation sensors and / or systems that may use any known or future developed standards and / or architectures to perform orientation detection and / or determination functions.

[0035] The ranging sensor and / or system 316 may include one or more components configured to determine the change in the position of the vehicle 100 over time. In some embodiments, the ranging system 316 may utilize data from one or more other sensors and / or systems 304 to determine the position (e.g., distance, positioning, etc.) of the vehicle 100 relative to a previously measured position of the vehicle 100. Additionally or alternatively, the ranging sensor 316 may include one or more encoders, Hall speed sensors, and / or other measurement sensors / devices configured to measure wheel speed, rotation, and / or revolutions over time. Examples of ranging sensors / systems 316 as described herein may include, but are not limited to, at least one of the following: Infineon TLE4924 / 26 / 27 / 28C high performance speed sensor, Infineon TL4941plusC (B) single chip differential Hall wheel speed sensor, Infineon TL5041plusC giant magnetoresistance (GMR) effect sensor, Infineon TL series magnetic sensor, EPC 25SP model Accu-CoderPro TMIncremental shaft encoders, EPC 30M compact incremental encoders with advanced magnetic sensing and signal processing technology, EPC 925 absolute shaft encoders, EPC 958 absolute shaft encoders, EPC MA36S / MA63S / SA36S absolute shaft encoders, Dynapar TM F18 commutation optical encoder, Dynapar TM HS35R Series phased array encoder sensors, other industrial equivalent distance measuring sensors and / or systems, and may use any known or future developed standards and / or architectures to perform position change detection and / or determine a change in functionality.

[0036] The laser radar sensor / system 320 may include one or more components configured to measure the distance to the target using laser illumination. In some embodiments, the laser radar sensor / system 320 may provide 3D imaging data of the environment around the vehicle 100. The imaging data may be processed to generate a full 360-degree view of the environment around the vehicle 100. The laser radar sensor / system 320 may include a laser generator configured to generate multiple target illumination laser beams (e.g., laser channels). In some embodiments, the multiple laser beams may be aimed or pointed at a rotating reflective surface (e.g., a reflector) and directed outward from the laser radar sensor / system 320 into the measurement environment. The rotating reflective surface may be configured to continuously rotate 360 ​​degrees around an axis so that multiple laser beams are directed into a full 360-degree range around the vehicle 100. The photodiode receiver of the laser radar sensor / system 320 may detect when light emitted from multiple laser beams into the measurement environment returns (e.g., reflected echoes) to the laser radar sensor / system 320. The lidar sensor / system 320 can calculate the distance from the vehicle 100 to the illuminated target based on the time associated with the light emission to the detected light return. In some embodiments, the lidar sensor / system 320 can generate more than 2 million points per second and have an effective operating range of at least 100 meters. Examples of the lidar sensor / system 320 described herein may include, but are not limited to, at least one of the following: LiDAR TM HDL-64E 64-channel LiDAR sensor, LiDAR TM HDL-32E 32-channel LiDAR sensor, LiDAR TM PUCK TM VLP-16 16-channel LiDAR sensor, Leica Geosystems Pegasus:Two mobile sensor platform, LIDAR-Lite v3 measurement sensor, Quanergy M8 LiDAR sensor, Quanergy S3 solid-state LiDAR sensor, The LeddarVU compact solid-state fixed beam lidar sensor, other industry equivalent lidar sensors and / or systems, and may use any known or future developed standards and / or architectures to perform illuminated target and / or obstacle detection in the environment surrounding the vehicle 100.

[0037] The radar sensor 324 may include one or more radio components configured to detect objects / targets in the environment of the vehicle 100. In some embodiments, the radar sensor 324 may determine the distance, position, and / or motion vector (e.g., angle, velocity, etc.) associated with the target over time. The radar sensor 324 may include a transmitter configured to generate and transmit electromagnetic waves (e.g., radio, microwave, etc.), and a receiver configured to detect the returned electromagnetic waves. In some embodiments, the radar sensor 324 may include at least one processor configured to interpret the returned electromagnetic waves and determine the position characteristics of the target. Examples of the radar sensor 324 as described herein may include, but are not limited to, at least one of the following: Infineon RASIC TM The RTN7735PL transmitter and RRN7745PL / 46PL receiver sensor, Autoliv ASP vehicle radar sensor, Delphi L2C0051TR 77GHz ESR electronic scanning radar sensor, Fujitsu Ten automotive compact 77GHz 3D electronic scanning millimeter wave radar sensor, other industrial equivalent radar sensors and / or systems, and can perform radio target / or obstacle detection in the environment around the vehicle 100 using any known or future developed standards and / or architectures.

[0038] The ultrasonic sensor 328 may include one or more components configured to detect objects / targets in the environment of the vehicle 100. In some embodiments, the ultrasonic sensor 328 may determine the distance, position, and / or motion vector (e.g., angle, velocity, etc.) associated with the target over time. The ultrasonic sensor 328 may include an ultrasonic transmitter and receiver, or a transceiver, configured to generate and transmit ultrasonic waves and interpret the return echoes of those waves. In some embodiments, the ultrasonic sensor 328 may include at least one processor configured to interpret the returned ultrasonic waves and determine the position characteristics of the target. Examples of the ultrasonic sensor 328 described herein may include, but are not limited to, at least one of the following: Texas Instruments TIDA-00151 Automotive Ultrasonic Sensor Interface IC Sensor, MB8450 Ultrasonic Proximity Sensor, ParkSonarTM -EZ ultrasonic proximity sensor, Murata Electronics MA40H1S-R open structure ultrasonic sensor, Murata Electronics MA40S4R / S open structure ultrasonic sensor, Murata Electronics MA58MF14-7N waterproof ultrasonic sensor, other industry equivalent ultrasonic sensors and / or systems, and any known or future developed standards and / or architectures may be used to perform ultrasonic detection of targets and / or obstacles in the environment surrounding the vehicle 100.

[0039] The camera sensor 332 may include one or more components configured to detect image information associated with the environment of the vehicle 100. In some embodiments, the camera sensor 332 may include a lens, a filter, an image sensor, and / or a digital image processor. One aspect of the present disclosure is that multiple camera sensors 332 may be used together to produce a stereo image, thereby providing a depth measurement. Examples of camera sensors 332 as described herein may include, but are not limited to, at least one of the following: MT9V024 global shutter VGA GS CMOS image sensor, Teledyne DALSAFalcon2 camera sensor, CMOSIS CMV50000 high-speed CMOS image sensor, other industrial equivalent camera sensors and / or systems, and may use any known or future developed standards and / or architectures to perform visual object and / or obstacle detection in the environment surrounding the vehicle 100 .

[0040] The infrared (IR) sensor 336 may include one or more components configured to detect image information associated with the environment of the vehicle 100. The IR sensor 336 may be configured to detect targets in low light, dark, or poorly lit environments. The IR sensor 336 may include an IR light emitting element (e.g., an IR light emitting diode (LED), etc.) and an IR photodiode. In some embodiments, the IR photodiode may be configured to detect returned IR light of the same or approximately the same wavelength as the wavelength emitted by the IR light emitting element. In some embodiments, the IR sensor 336 may include at least one processor configured to interpret the returned IR light and determine positional characteristics of the target. The IR sensor 336 may be configured to detect and / or measure a temperature associated with a target (e.g., an object, a pedestrian, another vehicle, etc.). Examples of the IR sensor 336 as described herein may include, but are not limited to, at least one of the following: a photodiode lead salt IR array sensor, a photodiode OD-850 near infrared LED sensor, a photodiode SA / SHA727 steady state IR emitter with IR detector, LS microbolometer sensor, TacFLIR 380-HD InSb MWIR FPA with HD MWIR thermal sensor, VOx 640x 480 pixel detector sensor, DelphiIR sensor, other industry equivalent IR sensor and / or system, and performs IR visual target and / or obstacle detection in the environment around the vehicle 100 using any known or future developed standard and / or architecture.

[0041] The vehicle 100 may also include one or more interior sensors 337. The interior sensors 337 may measure characteristics of the interior environment of the vehicle 100. These interior sensors 337 may be, for example, combined with Figure 3B Described.

[0042] Navigation system 302 may include any hardware and / or software for manually or autonomously navigating a vehicle. Navigation system 302 may be such as in conjunction with Figure 3C Described.

[0043] In some embodiments, the driving vehicle sensors and system 304 may include other sensors 338 and / or a combination of the above sensors 306 to 337. Additionally or alternatively, one or more of the above sensors 306 to 337 may include one or more processors configured to process and / or interpret signals detected by one or more sensors 306 to 337. In some embodiments, the processing of at least some of the sensor information provided by the vehicle sensors and system 304 may be handled by at least one sensor processor 340. Raw and / or processed sensor data may be stored in a sensor data memory 344 storage medium. In some embodiments, the sensor data memory 344 may store instructions used by the sensor processor 340 to process the sensor information provided by the sensors and system 304. In any case, the sensor data memory 344 may be a disk drive, an optical storage device, a solid-state storage device such as a random access memory ("RAM") and / or a read-only memory ("ROM"), which may be programmable, flash-updatable, and / or the like.

[0044] The vehicle control system 348 may receive processed sensor information from the sensor processor 340 and determine to control some aspect of the vehicle 100. Controlling some aspect of the vehicle 100 may include presenting information via one or more display devices 372 associated with the vehicle, sending commands to one or more computing devices 368 associated with the vehicle, and / or controlling the driving operation of the vehicle. In some embodiments, the vehicle control system 348 may correspond to one or more computing systems that control the driving operation of the vehicle 100 according to the above-mentioned driving autonomy level. In one embodiment, the vehicle control system 348 may operate the speed of the vehicle 100 by controlling the output signals to the accelerometer and / or braking system of the vehicle. In this example, the vehicle control system 348 may receive sensor data describing the environment around the vehicle 100, and determine to adjust the acceleration, power output and / or braking of the vehicle 100 based on the received sensor data. The vehicle control system 348 may additionally control the steering and / or other driving functions of the vehicle 100.

[0045] The vehicle control system 348 can communicate with the driving sensors and system 304 in real time, thereby forming a feedback loop. In particular, upon receiving sensor information describing target conditions in the environment surrounding the vehicle 100, the vehicle control system 348 can autonomously change the driving operation of the vehicle 100. The vehicle control system 348 can then receive subsequent sensor information describing any changes to the target conditions detected in the environment due to the changed driving operation. This continuous cycle of observation (e.g., via sensors, etc.) and action (e.g., selected control or non-control of vehicle operation, etc.) allows the vehicle 100 to operate autonomously in the environment.

[0046] In some embodiments, one or more components of the vehicle 100 (e.g., driving vehicle sensors 304, vehicle control systems 348, display devices 372, etc.) may communicate with one or more entities 356A to 356N via a communication subsystem 350 of the vehicle 100 over a communication network 352. Figure 5 Embodiments of the communication subsystem 350 are described in greater detail. For example, the navigation sensor 308 may receive global positioning, location, and / or navigation information from a navigation source 356A. In some embodiments, the navigation source 356A may be a global navigation satellite system (GNSS) similar to (if not identical to) NAVSTAR GPS, GLONASS, EU Galileo, and / or the BeiDou Navigation Satellite System (BDS), to name a few examples.

[0047] In some embodiments, the vehicle control system 348 can receive control information from one or more control sources 356B. The control source 356 can provide vehicle control information, including autonomous driving control commands, vehicle operation override control commands, etc. The control source 356 can correspond to an autonomous vehicle control system, a traffic control system, an administrative control entity, and / or some other control server. One aspect of the present disclosure is that the vehicle control system 348 and / or other components of the vehicle 100 can exchange messages with the control source 356 through the communication network 352 and via the communication subsystem 350.

[0048] Information associated with controlling the driving operation of the vehicle 100 may be stored in the control data memory 364 storage medium. The control data memory 364 may store instructions, historical control information, autonomous driving control rules, etc. used by the vehicle control system 348 to control the driving operation of the vehicle 100. In some embodiments, the control data memory 364 may be a disk drive, an optical storage device, a solid-state storage device such as a random access memory ("RAM") and / or a read-only memory ("ROM"), which may be programmable, flash-updatable, and / or the like.

[0049] In addition to the mechanical components described herein, the vehicle 100 may also include multiple user interface devices. The user interface device receives human input and converts it into mechanical motion or electrical signals or stimulation. The human input may be one or more of the following: motion (e.g., body motion, body part motion, etc. in two-dimensional or three-dimensional space), voice, touch, and / or physical interaction with components of the vehicle 100. In some embodiments, the human input may be configured to control one or more functions of the vehicle 100 and / or the system of the vehicle 100 described herein. The user interface may include, but is not limited to, at least one graphical user interface of the following: a display device, a steering wheel or steering mechanism, a gear lever or button (e.g., including a parking position, a neutral position, a reverse position, and / or a drive position, etc.), a throttle control pedal or mechanism, a brake control pedal or mechanism, a power control switch, a communication device, etc.

[0050] Figure 3B A block diagram of an embodiment of interior sensors 337 of a vehicle 100 is shown. These interior sensors 337 can be arranged into one or more groups based at least in part on the functionality of the interior sensors 337. For example, the interior space of the vehicle 100 can include environmental sensors, user interface sensor(s), and / or safety sensors. Additionally or alternatively, there can be sensors associated with different devices within the vehicle (e.g., smartphones, tablet computers, laptops, wearable devices, etc.).

[0051] Environmental sensors may include sensors configured to collect data related to the interior environment of the vehicle 100. Examples of environmental sensors may include, but are not limited to, one or more of the following: oxygen / air sensor 301, temperature sensor 303, humidity sensor 305, light / photoelectric sensor 307, and more. The oxygen / air sensor 301 may be configured to detect the quality or characteristics of the air in the interior space 108 of the vehicle 100 (e.g., including the ratio and / or type of gases of the air within the vehicle 100, dangerous gas levels, safe gas levels, etc.). The temperature sensor 303 may be configured to detect temperature readings of one or more objects, users 216, and / or areas of the vehicle 100. The humidity sensor 305 may detect the amount of water vapor present in the air within the vehicle 100. The light / photoelectric sensor 307 may detect the amount of light present in the vehicle 100. In addition, the light / photoelectric sensor 307 may be configured to detect different levels of light intensity associated with the light within the vehicle 100.

[0052] The user interface sensors may include sensors configured to collect data related to one or more users (e.g., the driver and / or passenger(s)) in the vehicle 100. It will be appreciated that the user interface sensors may include sensors configured to collect data from users 216 in one or more areas of the vehicle 100. Examples of user interface sensors may include, but are not limited to, one or more of the following: infrared sensors 309, motion sensors 311, weight sensors 313, wireless network sensors 315, biometric sensors 317, camera (or image) sensors 319, audio sensors 321, and more.

[0053] Infrared sensor 309 can be used to measure IR light radiated from at least one surface, user, or other object in vehicle 100. Infrared sensor 309 can be used to measure temperature, form images (especially in low light conditions), identify user 216, and even detect motion in vehicle 100, among other things.

[0054] The motion sensor 311 can detect the motion and / or movement of objects within the vehicle 100. Optionally, the motion sensor 311 can be used alone or in combination to detect movement. For example, when a passenger at the rear of the vehicle 100 unbuckles his seat belt and begins to move around on the vehicle 10, the user may be operating the vehicle 100 (e.g., while driving, etc.). In this example, the movement of the passenger can be detected by the motion sensor 311. In response to detecting the movement and / or the direction associated with the movement, the passenger can be prevented from touching and / or touching at least some vehicle control features. It is understood that the user can be alerted to such movement / motion so that the user can take action to prevent the passenger from interfering with the vehicle control. Optionally, the number of motion sensors in the vehicle can be increased to improve the accuracy associated with the movement detected in the vehicle 100.

[0055] The weight sensor 313 may be used to collect data about objects and / or users in different areas of the vehicle 100. In some cases, the weight sensor 313 may be included in the seat and / or floor of the vehicle 100. Optionally, the vehicle 100 may include a wireless network sensor 315. The sensor 315 may be configured to detect (one or more) wireless networks within the vehicle 100. Examples of wireless networks may include, but are not limited to, wireless networks utilizing Wi-Fi TM , ZigBee, IEEE802.11, and other wireless technology standards. For example, a mobile hotspot may be detected within the vehicle 100 via the wireless network sensor 315. In this case, the vehicle 100 may determine to utilize and / or share the detected mobile hotspot via / with one or more other devices associated with the vehicle 100.

[0056] Biosensor 317 can be used to identify and / or record characteristics associated with a user. It is contemplated that biosensor 317 can include at least one of an image sensor, an IR sensor, a fingerprint reader, a weight sensor, a load cell, a force transducer, a heart rate monitor, a blood pressure monitor, and the like as provided herein.

[0057] The camera sensor 319 can record still images, videos, and / or combinations thereof. The camera sensor 319 can be used alone or in combination to identify objects, users, and / or other features within the vehicle 100. Among other things, two or more camera sensors 319 can be used in combination to form a stereoscopic and / or three-dimensional (3D) image. Stereoscopic images can be recorded and / or used to determine the depth associated with objects and / or users in the vehicle 100. In addition, the camera sensor 319 used in combination can determine the complex geometry associated with the features of the recognized user. For example, the camera sensor 319 can be used to determine the size between the various features of the user's face (e.g., the depth / distance from the user's nose to the user's cheek, the linear distance between the centers of the user's eyes, and more). These sizes can be used to verify, record, and even modify the features used to identify the user. The camera sensor 319 can also be used to determine the movement associated with objects and / or users within the vehicle 100. It should be understood that the number of image sensors used in the vehicle 100 can be increased to provide greater size accuracy and / or views of the images detected in the vehicle 100.

[0058] The audio sensor 321 may be configured to receive audio input from a user of the vehicle 100. The audio input from the user may correspond to a voice command, a conversation detected in the vehicle 100, a phone call made in the vehicle 100, and / or other sound expressions made in the vehicle 100. The audio sensor 321 may include, but is not limited to, microphones and other types of acoustic-electric transducers or sensors. Optionally, the interior audio sensor 321 may be configured to receive sound waves and convert them into equivalent analog or digital signals. The interior audio sensor 321 may be used to determine one or more locations associated with various sounds in the vehicle 100. The location of the sound may be determined based on a comparison of volume levels, intensities, etc. between sounds detected by two or more interior audio sensors 321. For example, the first audio sensor 321 may be located in a first area of ​​the vehicle 100, and the second audio sensor 321 may be located in a second area of ​​the vehicle 100. If the first audio sensor 321A detects a sound of a first volume level, and the second audio sensor 321 detects a sound of a second higher volume level in the second area of ​​the vehicle 100, it may be determined that the sound is closer to the second area of ​​the vehicle 100. It will be appreciated that the number of sound receivers used in vehicle 100 may be increased (eg, more than two, etc.) to increase accuracy of measurements surrounding sound detection and the location or origin of the sound (eg, via triangulation, etc.).

[0059] Safety sensors may include sensors configured to collect data related to the safety of a user and / or one or more components of vehicle 100. Examples of safety sensors may include, but are not limited to, one or more of the following: force sensors 325, mechanical motion sensors 327, orientation sensors 329, restraint sensors 331, and more.

[0060] The force sensor 325 may include one or more sensors within the vehicle 100 configured to detect forces observed in the vehicle 100. An example of the force sensor 325 may include a force transducer that converts a measured force (e.g., force, weight, pressure, etc.) into an output signal. The mechanical motion sensor 327 may correspond to an encoder, an accelerometer, a damping mass, and the like. Optionally, the mechanical motion sensor 327 may be suitable for measuring gravity (i.e., G-force) observed within the vehicle 100. Measuring the G-force observed within the vehicle 100 may provide valuable information about the acceleration, deceleration, collision, and / or force of the vehicle that one or more users in the vehicle 100 may have experienced. The orientation sensor 329 may include an accelerometer, a gyroscope, a magnetic sensor, etc. configured to detect an orientation associated with the vehicle 100.

[0061] The restraint sensor 331 may correspond to a sensor associated with one or more restraint devices and / or systems in the vehicle 100. Seat belts and airbags are examples of restraint devices and / or systems. It will be appreciated that a restraint device and / or system may be associated with one or more sensors configured to detect a state of the device / system. The state may include extension, engagement, retraction, disengagement, deployment, and / or other electrical or mechanical conditions associated with the device / system.

[0062] The associated device sensors 323 may include any sensor associated with a device in the vehicle 100. As previously described, typical devices may include smart phones, tablet computers, laptops, etc. It is contemplated that the vehicle control system 348 may employ various sensors associated with these devices. For example, a typical smartphone may include an image sensor, an IR sensor, an audio sensor, a gyroscope, an accelerometer, a wireless network sensor, a fingerprint reader, and more. One aspect of the present disclosure provides that one or more of these associated device sensors 323 may be used by one or more subsystems of the vehicle 100.

[0063] Figure 3CA GPS / navigation subsystem(s) 302 is shown. The navigation subsystem(s) 302 may be any existing or future built navigation system that may use, for example, location data from a global positioning system (GPS) to provide navigation information or control the vehicle 100. The navigation subsystem(s) 302 may include several components, such as, but not limited to, one or more of the following: a GPS antenna / receiver 331, a location module 333, a map database 335, etc. In general, these several components or modules 331 to 335 may be hardware, software, firmware, computer readable media, or a combination thereof.

[0064] The GPS antenna / receiver 331 can be any antenna, GPS disk, and / or receiver capable of receiving signals from GPS satellites or other navigation systems. These signals can be demodulated, converted, interpreted, etc. by the GPS antenna / receiver 331 and provided to the location module 333. Thus, the GPS antenna / receiver 331 can convert a time signal from the GPS system and provide a location (e.g., coordinates on a map) to the location module 333. Alternatively, the location module 333 can interpret the time signal as coordinates or other location information.

[0065] The location module 333 may be a controller designed for a satellite navigation system in the vehicle 100. The location module 333 may obtain position data from the GPS antenna / receiver 331 to locate a user or vehicle 100 on a road in the unit's map database 335. The location module 333 may use the road database 335 to give directions to other locations along the road that are also in the database 335. When GPS signals are not available, the location module 333 may apply dead reckoning to evaluate distance data from the following sensors 304: these sensors include but are not limited to one or more of the following: speed sensors attached to the powertrain of the vehicle 100, gyroscopes, accelerometers, etc. Additionally or alternatively, the location module 333 may use the known locations of Wi-Fi hotspots, cellular tower data, etc. to determine the location of the vehicle 100, such as by using time difference of arrival (TDOA) and / or frequency difference of arrival (FDOA) techniques.

[0066] The map database 335 may include any hardware and / or software for storing information about maps, geographic information system (GIS) information, location information, etc. The map database 335 may include any data definition or other structure for storing the information. Typically, the map database 335 may include a road database, which may include one or more vector maps of an area of ​​interest. Street names, street numbers, house numbers, and other information may be encoded as geographic coordinates so that a user can find a desired destination by street address. Points of interest (waypoints) may also be stored with their geographic coordinates. For example, points of interest may include information about speed cameras, gas stations, public parking lots, and "parked here" (or "you parked here"). The map database 335 may also include road or street features, such as speed limits, the location of stop lights / stop signs, lane dividing lines, school locations, etc. The map database content may be generated or updated by a server connected to a wireless system that communicates with the Internet, even when the vehicle 100 is traveling along existing streets, thereby generating an up-to-date map.

[0067] When operating in L4 or L5 and based on sensor information from external and internal vehicle sensors, the vehicle control system 348 can control the vehicle's driving behavior in response to the current vehicle position, sensed object information, sensed vehicle occupant information, vehicle-related information, external environment information, and navigation information from the map database 335.

[0068] Sensed object information refers to sensed information about objects outside the vehicle. Examples include: living objects, such as animals and their attributes (e.g., animal type, current spatial position, current activity, etc.) and pedestrians and their attributes (e.g., identity, age, gender, current spatial position, current activity, etc.); and inanimate objects and their attributes, such as other vehicles (e.g., current vehicle state or activity (parked or in motion or currently used automation level), occupant or operator identity, vehicle type (truck, car, etc.), vehicle spatial position, etc.), curbs (terrain and spatial position), potholes (size and spatial position), lane markings (type or color and spatial position), signs (type or color and spatial position, such as speed limit signs, yield signs, stop signs, and other restrictive or warning signs), traffic lights (e.g., red, yellow, blue, green, etc.), buildings (spatial position), walls (height and spatial position), roadblocks (height and spatial position), etc.

[0069] Sensed occupant information refers to sensed information about the occupants within the vehicle. Examples include the number and identity of occupants and their attributes (e.g., seat, age, gender, gaze direction, biometric information, authentication information, preferences, historical behavior patterns (e.g., current or historical user driving behavior, historical user routes, destinations, and waypoint preferences), nationality, ethnicity, and race, language preference (e.g., Spanish, English, Chinese, etc.), current occupant role (e.g., operator or passenger), occupant priority ranking (e.g., the owner is ranked higher than a child occupant), electronic calendar information (e.g., Outlook TM ), and medical information and history, etc.

[0070] Vehicle-related information refers to information sensed about the selected vehicle. Examples include vehicle make, type, model, year of manufacture, current geographic location, current vehicle state or activity (parked or in motion or currently engaged level of automation), vehicle specifications and capabilities, currently sensed vehicle operating parameters, and other information.

[0071] External environment information refers to sensed information about the external environment of the selected vehicle. Examples include road type (paved, gravel, brick, etc.), road conditions (e.g., wet, dry, icy, snowy, etc.), weather conditions (e.g., outdoor temperature, pressure, humidity, wind speed and direction, etc.), ambient light conditions (e.g., time of day), the development level of the vehicle's surroundings (e.g., urban or rural), etc.

[0072] In a typical embodiment, the automatic vehicle control system 348 builds a three-dimensional map of the space near the vehicle based on feedback from certain sensors, particularly lidar and radar sensors positioned around the periphery of the vehicle, enabling the automatic vehicle control system 348 to identify and spatially locate animate and inanimate objects. Other sensors, such as inertial measurement units, gyroscopes, wheel encoders, sonar sensors, motion sensors for range calculations of external objects moving nearby; and outward-facing cameras (e.g., for performing computer vision processing) can provide further situational information to generate a more accurate three-dimensional map. Navigation information is combined with the three-dimensional map to provide short-range, medium-range, and long-range route tracking and route selection. The vehicle control system 348 processes real-world information, as well as GPS data and driving speed, to accurately determine the precise position of each vehicle (down to a few centimeters) while correcting for nearby animate and inanimate objects.

[0073] The vehicle control system 348 can process the collective mapping information of the occupants of the current vehicle and other nearby animate or inanimate objects and model (or predict) their behavior in substantially real time, and issue appropriate commands regarding vehicle operation based on the collective mapping information and the modeled behavior. While some commands (such as stopping at red lights and stop signs) are hard-coded into the vehicle, other responses are learned and recorded through profile updates based on previous driving experience. Examples of learned behaviors include: a slow-moving or stopped vehicle or emergency vehicle in the right lane indicates a higher probability that the car following it will attempt to pass it, a pothole, rock or other foreign object in the road equates to a higher probability that the driver will swerve to avoid it, and traffic congestion in one lane means a higher probability that other drivers moving in the same direction will pass in the adjacent lane or drive on the shoulder of the road.

[0074] Figure 4 One embodiment of an instrument panel 400 of a vehicle 100 is shown. The instrument panel 400 of the vehicle 100 includes a steering wheel 410, a vehicle operating display 420 (e.g., configured to present and / or display driving data such as speed, measured air resistance, vehicle information, entertainment information, etc.), one or more auxiliary displays 424 (e.g., configured to present and / or display information separate from the operating display 420, entertainment applications, movies, music, etc.), a heads-up display 434 (e.g., configured to display any of the information previously described, including but not limited to, guidance information such as a route to a destination, or obstacle warning information for warning of potential collisions, or some or all of the primary vehicle operating data such as speed, resistance, etc.), a power management display 428 (e.g., configured to display data corresponding to the power level, backup power, charging status, etc. of the vehicle 100), and an input device 432 (e.g., a controller, touch screen, or other interface device configured to interface with one or more displays in the instrument panel or component of the vehicle 100. The input device 432 may be configured as a joystick, a mouse, a touchpad, a tablet computer, a 3D gesture capture device, etc.). In some embodiments, input device 432 may be used to manually manipulate a portion of vehicle 100 into a charging position (eg, move a charging pad to a desired separation distance, etc.).

[0075] Although one or more displays of the instrument panel 400 may be touch screen displays, it should be understood that the vehicle operation display may be a display that cannot receive touch input. For example, the operation display 420 that spans the centerline 404 of the interior space and spans the first zone 408A and the second zone 408B may be isolated from receiving input from touch, especially receiving input from passengers. In some cases, a display that provides vehicle operation or key system information and interfaces may be constrained from receiving touch input and / or configured as a non-touch display. This type of configuration can prevent dangerous errors when providing touch input, which may cause accidents or unwanted controls.

[0076] In some embodiments, one or more displays of dashboard 400 may be a mobile device and / or an application resident on a mobile device such as a smartphone. Additionally or alternatively, any information described herein may be presented to one or more portions 420A to 420N of operating display 420 or other displays 424, 428, 434. In one embodiment, one or more displays of dashboard 400 may be physically separated or detached from dashboard 400. In some cases, a detachable display may remain tethered to the dashboard.

[0077] The portions 420A to 420N of the operating display 420 may be dynamically reconfigured and / or resized to accommodate any information display described. Additionally or alternatively, the number of portions 420A to 420N for visually presenting information via the operating display 420 may be dynamically increased or decreased as needed, and is not limited to the configuration shown.

[0078] Figure 5 A hardware diagram illustrating communication components that may optionally be associated with vehicle 100 according to an embodiment of the present disclosure.

[0079] The communication components may include one or more wired or wireless devices, such as (one or more) transceivers and / or modems that allow not only communication between the various systems disclosed herein but also communication with other devices such as devices on a network and / or devices on a distributed network such as the Internet and / or in the cloud and / or with (one or more) other vehicles.

[0080] The communication subsystem 350 may also include inter-vehicle and intra-vehicle communication capabilities, such as hotspot and / or access point connections for any one or more of vehicle occupant and / or vehicle-to-vehicle communications.

[0081] In addition, although not specifically shown, the communication subsystem 350 may include one or more communication links (which may be wired or wireless) and / or communication buses (managed by the bus manager 574), including one or more of the following: CANbus, OBD-II, ARCINC 429, Byteflight, CAN (Controller Area Network), D2B (Domestic Digital Bus), FlexRay, DC-BUS, IDB-1394, IEBus, I2C, ISO 9141-1 / -2, J1708, J1587, J1850, J1939, ISO 11783, Keyword Protocol 2000, LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), Multifunction Vehicle Bus, SMARTwireX, SPI, VAN (Vehicle Area Network), etc., or generally any communication protocol and / or standard(s).

[0082] The various protocols and communications may be communicated wirelessly and / or over one or more of a transmission medium such as single wire, twisted pair, fiber optic, IEEE 1394, MIL-STD-1553, MIL-STD-1773, power line communications, etc. (all of the above standards and protocols are incorporated herein by reference in their entirety).

[0083] As discussed, the communication subsystem 350 enables communications between any inter-vehicle systems and subsystems and with non-collocated resources (eg, those reachable via a network such as the Internet).

[0084] In addition to well-known components (omitted for clarity), the communication subsystem 350 also includes interconnect elements, including one or more of the following: one or more antennas 504, an interleaver / deinterleaver 508, an analog front end (AFE) 512, a memory / storage device / cache 516, a controller / microprocessor 520, a MAC circuit system 522, a modulator / demodulator 524, an encoder / decoder 528, a plurality of connectivity managers 534, 558, 562, 566, a GPU 540, an accelerometer 544, a multiplexer / demultiplexer 552, a transmitter 570, a receiver 572, and additional radio components (such as a Wi-Fi PHY / module 580, Wi-Fi / BT MAC module 584, additional transmitter(s) 588, and additional receiver(s) 592). The various elements in device 350 are connected via one or more links / buses 5 (again not shown for clarity).

[0085] Device 350 may have one or more antennas 504 for wireless communications, such as multiple-input multiple-output (MIMO) communications, multi-user multiple-input multiple-output (MU-MIMO) communications, and multiple-user multiple-input multiple-output (MU-MIMO) communications. LTE, 4G, 5G, near field communication (NFC), etc., and is generally used for any type of wireless communication. (One or more) antennas 504 may include, but are not limited to, one or more of the following: directional antennas, omnidirectional antennas, monopole antennas, patch antennas, loop antennas, microstrip antennas, dipole antennas, and any other antenna (one or more) suitable for communication transmission / reception. In an exemplary embodiment, transmission / reception using MIMO may require specific antenna spacing. In another exemplary embodiment, MIMO transmission / reception can achieve spatial diversity, allowing different channel characteristics at each antenna. In yet another embodiment, MIMO transmission / reception can be used to allocate resources to multiple users, for example, within the vehicle 100 and / or in another vehicle.

[0086] The antenna(s) 504 typically interact with an analog front end (AFE) 512, which is necessary to enable proper processing of received modulated signals and signal conditioning of transmitted signals. The AFE 512 may be functionally located between the antenna and the digital baseband system to convert analog signals to digital signals for processing and vice versa.

[0087] Subsystem 350 may also include controller / microprocessor 520 and memory / storage / cache 516. Subsystem 350 may interact with memory / storage / cache 516, which may store information and operations necessary for configuration and transmitting or receiving information described herein. Memory / storage / cache 516 may also be used in conjunction with controller / microprocessor 520 to execute application programming or instructions, and for temporary or long-term storage of program instructions and / or data. As an example, memory / storage / cache 520 may include a computer-readable device, RAM, ROM, DRAM, SDRAM, and / or other storage device(s) and media.

[0088] The controller / microprocessor 520 may include a general purpose programmable processor or controller for executing application programming or instructions associated with the subsystem 350. In addition, the controller / microprocessor 520 may perform operations for configuring and transmitting / receiving information, as described herein. The controller / microprocessor 520 may include multiple processor cores and / or implement multiple virtual processors. Alternatively, the controller / microprocessor 520 may include multiple physical processors. As an example, the controller / microprocessor 520 may include a specially configured application specific integrated circuit (ASIC) or other integrated circuit, a digital signal processor (one or more), a controller, a hardwired electronic or logic circuit, a programmable logic device or gate array, a special purpose computer, etc.

[0089] The subsystem 350 may further include transmitter(s) 570, 588 and receiver(s) 572, 592, which may transmit and receive signals to and from other devices, subsystems, and / or other destinations, respectively, using the one or more antennas 504 and / or links / buses. Included in the subsystem 350 circuitry is a medium access control or MAC circuitry 522. The MAC circuitry 522 provides for controlling access to the wireless medium. In an exemplary embodiment, the MAC circuitry 522 may be arranged to contend for the wireless medium and configure frames or packets transmitted over the wired / wireless medium.

[0090] Subsystem 350 may also optionally include a security module (not shown). This security module may contain information about, but not limited to, security parameters required to connect the device to one or more other devices or other available network(s), and may include WEP or WPA / WPA-2 (optionally + AES and / or TKIP) security access keys, network keys, etc. A WEP security access key is a security password used by Wi-Fi networks. Knowing this code enables a wireless device to exchange information with an access point and / or another device. The information exchange may be performed via encoded messages, where a WEP access code is typically selected by a network administrator. WPA is an additional security standard also used in conjunction with network connections, where encryption is stronger than WEP.

[0091] In some embodiments, the communication subsystem 350 also includes a GPU 540, an accelerometer 544, Wi-Fi / BT / BLE ( The GPU 540 may include a graphics processing unit or a visual processing unit including at least one circuit and / or chip that manipulates and changes memory to accelerate the creation of images in a frame buffer for output to at least one display device. The GPU 540 may include one or more of the following: a display device connection port, a printed circuit board (PCB), a GPU chip, a metal oxide semiconductor field effect transistor (MOSFET), a memory (e.g., a single data rate random access memory (SDRAM), a double data rate random access memory (DDR) RAM, etc., and / or a combination thereof), an auxiliary processing chip (e.g., processing video output capabilities, processing and / or other functions in addition to the GPU chip, etc.), a capacitor, a heat sink, a temperature control or cooling fan, a motherboard connection, a shield, etc.

[0092] The various connectivity managers 534, 558, 562, 566 manage and / or coordinate communications between the subsystem 350 and one or more systems disclosed herein and one or more other devices / systems. The connectivity managers 534, 558, 562, 566 include a charging connectivity manager 534, a vehicle database connectivity manager 558, a teleoperation system connectivity manager 562, and a sensor connectivity manager 566.

[0093] The charging connectivity manager 534 can not only coordinate the physical connectivity between the vehicle 100 and the charging device / vehicle, but can also communicate with one or more of the power management controller, one or more third parties, and optionally a billing system(s). As an example, the vehicle 100 can establish communication with the charging device / vehicle to do one or more of the following: coordinate the interconnectivity between the two (e.g., by aligning the charging receptacle on the vehicle with the charger space on the charging vehicle), and optionally share navigation information. Once charging is completed, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. In addition to being able to manage connectivity for exchanging power, the charging connectivity manager 534 can also transmit information such as billing information to the charging vehicle and / or third party. This billing information can be, for example, the owner of the vehicle, the driver / occupant(s) of the vehicle, company information, or generally any information that can be used to charge the appropriate entity for the received power.

[0094] The vehicle database connectivity manager 558 allows the subsystems to receive and / or share information stored in the vehicle database. This information can be shared with other vehicle components / subsystems and / or other entities such as third parties and / or charging systems. The information can also be shared with one or more vehicle occupant devices, such as an app on a mobile device used by the driver to track information about the vehicle 100 and / or dealers or service / maintenance providers. In general, any information stored in the vehicle database can optionally be shared with any one or more other devices, optionally subject to any privacy or confidentiality constraints.

[0095] Teleoperation system connectivity manager 562 facilitates communications between vehicle 100 and any one or more autonomous vehicle systems. These communications may include one or more of: navigation information, vehicle information, other vehicle information, weather information, occupant information, or generally any information related to the remote operation of vehicle 100.

[0096] The sensor connectivity manager 566 facilitates communication between any one or more vehicle sensors (e.g., driving vehicle sensors and systems 304, etc.) and any one or more other vehicle systems. The sensor connectivity manager 566 may also facilitate communication between any one or more sensors and / or vehicle systems and any other destinations (such as service companies, applications, or generally any destination requiring sensor data).

[0097] According to an exemplary embodiment, any communication discussed herein may be transmitted via the conductor(s) used for charging. An exemplary protocol that may be used for these communications is power line communication (PLC). PLC is a communication protocol that uses wires to carry both data and alternating current (AC) power transmission or power distribution. It is also known as power line carrier, power line digital subscriber line (PDSL), power communication, power line communication, or power line networking (PLN). For DC environments in vehicles, PLC may be used in conjunction with CAN bus, LIN bus on power line (DC-LIN), and DC-BUS.

[0098] The communication subsystem may also optionally manage one or more identifiers, such as IP (Internet Protocol) addresses (one or more) associated with the vehicle, and one or more of the systems or subsystems or components and / or devices therein. These identifiers may be used in conjunction with any one or more of the connectivity managers discussed herein.

[0099] Figure 6600 that can be used as a server, user computer, or other system as provided and described herein. The computing environment 600 includes one or more user computers or computing devices, such as a vehicle computing device 604, a communication device 608, and / or more devices 612. The computing devices 604, 608, 612 may include general-purpose personal computers (for example only, including Microsoft Windows running various versions of Microsoft and / or Apple's operating system) and / or running various commercially available Or a workstation computer running any UNIX-like operating system.

[0100] The computing devices 604, 608, 612 may also have any of a variety of applications, including, for example, database client and / or server applications and web browser applications. Alternatively, the computing devices 604, 608, 612 may be any other electronic device capable of communicating via the network 352 and / or displaying and navigating web pages or other types of electronic documents or information, such as a thin client computer, an Internet-enabled mobile phone, and / or a personal digital assistant. Although an exemplary computing environment 600 with two computing devices is shown, any number of user computers or computing devices may be supported.

[0101] The computing environment 600 may also include one or more servers 614, 616. In this example, the server 614 is shown as a web server and the server 616 is shown as an application server. The web server 614 may be used to process requests for web pages or other electronic documents from the computing devices 604, 608, 612. The web server 614 may run an operating system, including any of those discussed above and any commercially available server operating system. The web server 614 may also run a variety of server applications, including SIP (Session Initiation Protocol) servers, HTTP(S) servers, FTP servers, CGI servers, database servers, Server, etc. In some cases, the network server 614 may publish the operation available operations as one or more network services.

[0102] The computing environment 600 may also include one or more file and / or application servers 616, which, in addition to an operating system, may include one or more applications accessible by clients running on one or more of the computing devices 604, 608, 612. The server(s) 616 and / or 614 may be one or more general-purpose computers capable of executing programs or scripts in response to the computing devices 604, 608, 612. As an example, the servers 616, 614 may execute one or more web applications. The web applications may be implemented as one or more scripts or programs written in any programming language, such as JavaScript. C. or C++, and / or any scripting language, such as Perl, Python or TCL, and any combination of programming / scripting languages. The application server(s) 616 may also include a database server, including but not limited to Such commercially available database servers may process requests from database clients running on computing devices 604 , 608 , 612 .

[0103] Web pages created by servers 614 and / or 616 may be forwarded to computing devices 604, 608, 612 via web (file) servers 614, 616. Similarly, web server 614 may be capable of receiving web page requests, web service calls, and / or input data from computing devices 604, 608, 612 (e.g., user computers, etc.), and may forward the web page requests and / or input data to web (application) server 616. In further embodiments, server 616 may function as a file server. Although for ease of description, Figure 6 A separate network server 614 and file / application server 616 are shown, but those skilled in the art will recognize that the functions described with respect to servers 614, 616 may be performed by a single server and / or multiple dedicated servers, depending on implementation-specific requirements and parameters. Computer systems 604, 608, 612, network (file) servers 614, and / or network (application) servers 616 may be used as Figures 1 to 6 The system, equipment or component described in.

[0104] The computing environment 600 may also include a database 618. The database 618 may reside in a variety of locations. As an example, the database 618 may reside on a storage medium that is local to (and / or resides in) one or more computers 604, 608, 612, 614, 616. Alternatively, the database may be remote from any or all of the computers 604, 608, 612, 614, 616 and communicate with one or more of these computers (e.g., via the network 352). The database 618 may reside in a storage area network ("SAN") familiar to those skilled in the art. Similarly, any necessary files for performing the functions attributed to the computers 604, 608, 612, 614, 616 may be stored locally on the respective computers and / or remotely, as appropriate. The database 618 may be a relational database suitable for storing, updating, and retrieving data in response to SQL-formatted commands, such as Oracle Database 618.

[0105] Figure 7 An embodiment of a computer system 700 is shown on which the above-described servers, user computers, computing devices, or other systems or components may be deployed or executed. The computer system 700 is shown as including hardware elements that may be electrically coupled via a bus 704. The hardware elements may include one or more central processing units (CPUs) 708; one or more input devices 712 (e.g., a mouse, keyboard, etc.); and one or more output devices 716 (e.g., a display device, a printer, etc.). The computer system 700 may also include one or more storage devices 720. By way of example, the storage device(s) 720 may be a disk drive, an optical storage device, a solid-state storage device such as a random access memory ("RAM") and / or a read-only memory ("ROM"), which may be programmable, flash-updatable, and / or the like.

[0106] The computer system 700 may additionally include a computer-readable storage medium reader 724; a communication system 728 (e.g., a modem, a network card (wireless or wired), an infrared communication device, etc.); and a working memory 736, which may include RAM and ROM devices as described above. The computer system 700 may also include a processing acceleration unit 732, which may include a DSP, a special-purpose processor, and / or the like.

[0107] Computer-readable storage media reader 724 may also be connected to computer-readable storage media, which together (and optionally, in combination with storage device(s) 720) comprehensively represent remote, local, fixed, and / or removable storage devices and storage media for temporarily and / or more permanently containing computer-readable information. Communication system 728 may allow data to be exchanged with the network and / or any other computer described above with respect to the computer environment described herein. Furthermore, as disclosed herein, the term "storage media" may represent one or more devices for storing data, including read-only memory (ROM), random access memory (RAM), magnetic RAM, magnetic core memory, magnetic disk storage media, optical storage media, flash memory devices, and / or other machine-readable media for storing information.

[0108] The computer system 700 may also include software elements, shown as currently located in the working memory 736, including an operating system 740 and / or other code 744. It should be understood that alternative embodiments of the computer system 700 may have many variations different from those described above. For example, custom hardware and / or specific elements that can be implemented in hardware, software (including portable software, such as applets), or both may also be used. In addition, connections to other computing devices such as network input / output devices may be employed.

[0109] Examples of the processors 340, 708 described herein may include, but are not limited to, at least one of the following: 800 and 801, with 4G LTE integration and 64-bit computing 620 and 615, with 64-bit architecture A7 processor, M7 motion coprocessor, series, Core TM Series processors, Series processors, Atom TM Series processors, Intel Series processors, i5-4670K and i7-4770K 22nmHaswell, i5-3570K 22nm Ivy Bridge, FX TM Series processors, FX-4300, FX-6300 and FX-8350 32nm Vishera, Kaveri processor, Texas Jacinto C6000TM Automotive infotainment processors, Texas OMAP TM Automotive-grade mobile processors, Cortex TM -M processor, Cortex-A and ARM926EJ-S TM processor, other industrial equivalent processor; and may use any known or future developed standard, instruction set, library, and / or architecture to perform computing functions.

[0110] Embodiments of the present disclosure relate to dynamically and automatically adjusting a standard regenerative braking intensity. Road data about roads on a route navigated by the vehicle, data from one or more sensors of the vehicle, and data including parameter values ​​of an operating state of the vehicle are received by a processor of a control system of the vehicle. A standard regenerative braking intensity value is retrieved from a memory based on vehicle acceleration. An adjusted regenerative braking intensity value is calculated based on at least one of the road data, sensor data, parameter values ​​of the operating state of the vehicle, and the standard regenerative braking intensity value. The adjusted regenerative braking intensity value is transmitted to a control system, and an acceleration or deceleration amount is applied to the vehicle based on the adjusted regenerative braking intensity value.

[0111] Figure 8 is an exemplary illustration of system components and data flows that may be included in vehicle controller 804 according to an embodiment of the present disclosure. Figure 3A and Figure 3C In addition to the components shown as being included with the vehicle control system / subsystem 348, the controller 804 may also include a vehicle data collector 808, a location data collector 812, a map data collector 816, a terrain data collector 820, a weather data collector 824, a traffic data collector 828, a historical data collector 832, a processor 836, a user interface 840, a vehicle control interface 844, and a data store 848. The user interface 840 is used by a user such as a driver or other occupant of the vehicle 100, while the vehicle control interface 808 is used to interface with other vehicle systems. The user interface 840 may be used in conjunction with Figure 3A The display device 372 described and / or in combination Figure 7 The input device(s) 712 described are similar, if not identical.The user interface 840 accepts user input from the user, such as input regarding the amount of regenerative braking to be applied, the destination, and other driver-specific parameters that may affect vehicle performance.

[0112] The processor 836 can dynamically and automatically calculate the adjusted amount of regenerative braking to provide ideal user preferences, optimized component health, and optimized energy efficiency and range. Other uses can include, for example, intentionally increasing the amount of regenerative braking to generate waste heat for the vehicle's thermal system. For example, the adjusted amount of regenerative braking can include: obtaining a standard regenerative braking intensity value for the vehicle 100 from the data store 848, dynamically and automatically calculating the adjusted amount of regenerative braking based on the standard regenerative braking intensity value and the preferences entered by the user using the user interface 840, writing the calculation results back to the data store 848, and updating the user interface 840. The user interface 840 can then be configured to present various adjustment options to the user, thereby providing the user with the following opportunities: enter subsequent selections to refine the adjustment options, enter new preferences to generate new adjustment options, or take action on one of the currently presented adjustment options. In the event that the user decides to take action on one of the current adjustment options, the vehicle controller 804 can then send commands to control the behavior of the vehicle 100 and pass these commands to various vehicle subsystems using the vehicle control interface 844. The vehicle control interface 844 can interact with various systems and subsystems in the vehicle 100 to collect data about the vehicle 100 (such as Figures 1 to 3C ), or transmits commands to subsystems in vehicle 100 that modify the behavior of the vehicle's accelerometer and / or braking system to adjust the standard regenerative braking intensity, as discussed in more detail below.

[0113] The vehicle controller 804 generates adjustment options using data received from a number of sources, some examples of which are shown. For example, the vehicle data collector 808 (which may be combined with, if not identical to, Figure 3A The sensor processor 340 described above (similar to the sensor processor 340 described above) collects information from the vehicle 100. This information may include various information related to battery depletion, such as the current current consumption of the battery and the potential difference across the battery terminals. For example, this information may be Figure 4 The current and potential difference data collected by the vehicle data collector 808 may include current and potential difference information for each battery cell or battery cell group within the main battery.

[0114] For example, resource consumption information may also include information from Figure 3A and Figure 3BThe interior sensors 337 are shown as signs, signals, or other indicators that indicate whether and to what extent a particular subsystem or accessory is active. As previously described, the interior sensors 337 may include environmental sensors, user interface sensors, safety sensors, and sensors associated with various devices inside the vehicle 100 (e.g., smartphones, tablet computers, laptop computers, mobile computers, wearable devices, other chargers or docking stations, etc.). In addition to collecting information related to the above Figure 3B In addition to data related to the interior environment of the vehicle 100 described in the description, the environmental sensors also sense conditions related to resource consumption information of the following items: windshield wipers, air conditioning or heater, headlights, daytime running lights, radio or entertainment center, cigarette lighter, electric rear window defroster, electric rearview mirror defroster, seat heaters, or proximity, ranging or collision avoidance sensors. The vehicle data collector 808 can also receive individual current and / or voltage data indicating battery depletion or total power consumption of each of these accessories or subsystems.

[0115] Geospatial location information including the latitude and longitude of the vehicle 100 may be collected by the location data collector 812 and written to the data store 848. An example of a location data collector 812 uses a data store such as Figure 3A The GPS system of the GPS / navigation sensor / system 308 shown can be coupled to a GPS-enabled device (e.g., such as a GPS Figure 3A and 3C The navigation source 356A, control source 356B or other entity 356N shown operates together to provide updated position data. Figure 3C GPS antenna / receiver 331 as shown), a radio transmitter and / or a radio receiver (such as Figure 3C A GPS system with a GPS antenna / receiver 331 (shown) is integrated into the vehicle 100, or a GPS system and a radio transmitter / receiver are integrated into a device such as a cellular phone, smart phone, or portable computer (such as Figure 6 The communication device 608 shown in FIG. 1 may be a single unit that can be connected to a location data collector 812 via a wired or wireless connection. Another example of a location data collector 812 uses a radio transceiver to triangulate the location of the vehicle 100 via radio signals such as from a cellular telephone network or similar source. These radio signals can be received and / or transmitted by a smart phone, a cellular phone, a tablet computer, or a similarly equipped cellular communication device capable of sending and / or receiving signals. For example, a user can dock or otherwise couple a smart phone to the vehicle controller 804 and use the GPS feature within the cellular phone to obtain location information.

[0116] Regardless of the manner in which the location information is obtained, the location data collector 812 obtains the location data and writes the information to the data store 848. Using this data, the processor 836 can accurately model the relationship between location and resource consumption, such as battery depletion and fuel consumption. For example, this information can be used to determine the distance of the vehicle 100 to the next charging station. The location information and other data useful for adjusting the regenerative braking intensity can also be associated with the map data to further improve and refine the adjusted regenerative braking intensity calculation. The map data can be obtained by the map data collector 816 (if different, it can be associated with the map data collector 816). Figure 3C ) and is written to a data store 848 where the map data can be accessed by the processor 836 and other modules within the vehicle controller 804. An example of a map data collector 816 collects map data from a remote computer system such as Figure 6 The map data collector 816 may use a cellular, Wi-Fi, or other computer network connection of the coupled devices to obtain map information from the remote computers 614 and 616. These remote computer systems 614 and 616 may include servers networked together via a computer network such as the Internet, which may be coupled to the map data collector 816 via a wired or wireless network connection. For example, the map data collector 816 may use an Internet connection made available by a smart phone, cell phone, or other cellular-enabled device (such as a tablet or laptop computer) coupled to the vehicle control interface 844. The map data collector 816 may use the cellular, Wi-Fi, or other computer network connection of the coupled devices to obtain map information from the remote computers 614 and 616.

[0117] The map data may include a graphical representation for display to a user via the user interface 840, or computer code processed by the processor 836 or by any other module within or connected to the vehicle controller 804. The collected map data may include data representing nodes, locations or destinations, and paths with corresponding path locations. These locations may be stored by the remote computers 614 and 616 and provided to the map data collector 816 via a wireless network connection or a wired network connection. The user interface 840 may also be configured to accept user input that also defines nodes, paths, or additional information about nodes or paths provided from the remote computers 614 and 618. This additional information may replace or be added to the map data received from the remote source to help predict resource consumption. Additional data about a node or path (whether provided by a user or by another system such as a third party service such as a vehicle-to-vehicle service, a vehicle to another application service, or a cloud server service) may include data such as road elevation, road grade, road surface type, number of lanes, direction of travel, the presence and placement of traffic lights or other signals, directions of travel allowed along a path, and whether traffic flow along a given path or through a particular node is reversed at one time of day relative to a second time of day (e.g., traffic flows west during the midday and evening hours to get traffic out of the city, and flows east in the morning to get traffic into the city).

[0118] The map data may also include information about when a particular traffic light flashes yellow in the direction of one path and red in the direction of an intersecting path during off-peak hours and switches to operate in a four-way red-yellow-green pattern at other times. Data may also be included about whether the traffic signal is triggered by the presence of vehicle traffic using a vehicle sensor that is triggered by vehicle proximity or weight or operates on a timer that is configured to control and coordinate a series of traffic signals to change the signal in a certain order or pattern. Additional data may also include frequently traveled routes or pre-programmed routes selected by the user. Nodes and paths may also include fee information, such as whether tolls are collected at specific nodes or after traveling a specific path.

[0119] Terrain data associated with a possible travel route is collected by terrain data collector 820 and stored in data store 848. Processor 836 uses the terrain data to model changes in resource consumption based on significant changes in elevation along the route. The terrain data may also be used in conjunction with map, vehicle, weather, and other data in data store 848. For example, an electric vehicle will typically expend more energy traveling up a long uphill slope, but may then recover some or all of that energy using regenerative braking on a downhill slope.

[0120] In one example, the terrain data collector 820 is connected to one or more sensors, such as an altimeter or similar device operable to detect small changes in altitude. An advantage of this type of data is that it provides the processor 836 with data related to the main battery, fuel, or other energy usage on a particular route or route segment, which may correspond to the nodes and paths collected by the map data collector 816. One example of the terrain data collector 820 obtains terrain data for a given route as the road is traveled. Another example of the terrain data collector 820 obtains an initial terrain data set from an external or remote data source, such as a remote computer (614, 616) accessible via a wired or wireless computer network connection. The terrain data collector 820 can obtain relevant terrain data to preload terrain information corresponding to a selected route or a general area around a selected route or destination into the data store 848.

[0121] The collected terrain data may also include or consist of a change in altitude of one location relative to one or more other locations. Terrain data obtained from a remote source may be included with map information obtained using the map data collector 816. Terrain data may also be stored and obtained separately from map data obtained or stored in the data store 848. However, some embodiments of the terrain data collector 820 may use map data to query a remote system (or data store 848) for specific terrain information to obtain data related to a route, multiple potential routes, or a geographic area including one or more potential routes. These devices may be connected to the terrain data collector 820, or act as a data collector itself and connect directly to the data store 848.

[0122] The vehicle controller 804 may also collect weather data using the weather data collector 824. As with the vehicle 100, location, and map data discussed above, the weather data may be stored in the data store 848 for analysis by the processor 836 to adjust the intensity of regenerative braking caused by weather-related phenomena. Relevant weather data may include wind speed and direction, temperature, visibility, cloud cover, sunrise, sunset, and dew point. The weather data may also include precipitation information such as precipitation type and the amount of precipitation deposited over a predetermined time period such as per minute, per hour, per day, etc.

[0123] In one example, the weather data collector 824 accesses weather data from one or more remote computer systems that provide weather data from a database accessible via one or more wired or wireless networks, such as the Internet. The wired or wireless network connection may be provided by a mobile device such as a smart phone, laptop, etc. as described above. Another example of the weather data collector 824 supplements the weather data accessed from a remote database, such as computers 614 and 616, with sensor readings obtained from vehicle sensors as the vehicle travels the selected route. Examples of the types of data that vehicle sensors may collect include, but are not limited to, temperature, barometric pressure, visibility, and humidity.

[0124] The traffic data collector 828 can collect traffic and road condition data and write it to the data store 848 to enable the processor 836 to make resource predictions based on traffic patterns and road conditions. One embodiment of the traffic data collector 828 obtains traffic-related information for the selected route from a remote database accessible through a computer network such as the Internet, and saves the traffic data to the data store 848 for analysis by the processor 836. Traffic and road conditions can include the presence of temporary obstructions to traffic flow, such as construction zones, utility works, lane restrictions, traffic accidents, emergencies, etc. Traffic and road conditions can also include traffic flow (if available), which indicates the rate at which traffic travels on a given segment of one or more routes or potential travel routes. As with the other data collectors described above, such as the terrain data collector and the weather data collector, the traffic data collector 828 can access location data and map data and possibly other data from the data store 848 to query traffic data specific to nodes or locations and paths or segments along the proposed route. Another example of traffic data is data from various sensors such as cameras, lidar, and radar, which provide information about the presence of static and dynamic objects such as other vehicles, pedestrians, road gravel, lane lines, traffic signs and traffic lights, buildings, crosswalks, etc.

[0125] In another example, the traffic data collector 828 reads the position data from the data store 848 while traveling the route, and uses the position information to calculate the path, section or route timing information, which can be stored in the data store 848. In this way, route-specific data can be created that indicates areas where average speeds may change, or areas where traffic stops frequently and the duration of the stops. By repeatedly traveling substantially the same route, the traffic data collector 828 can obtain data about the traffic flow, the number of stops required, the length of the stops, the average speed, and the overall resources for a given path, route segment, or route. In another example, the traffic data collector 828 will access traffic flow patterns from a remote database (such as computers 614 and 618) in combination with data collected over time.

[0126] The historical data collector 832 analyzes historical data to calculate the accuracy of the prediction made by the processor 836. In one example, the historical data collector 832 analyzes the results of past predictions to search for the anomalies of the predictions for a specific route or route segment, that is, the results for a specific combination of traffic, weather, vehicle and terrain variables on these specific routes or route segments are predictably incorrect. The historical collector 832 can also calculate a set of modified values ​​and write them to the data storage 848, which can be applied by the processor 836 to future predictions to reduce or eliminate the difference between the predicted results and the actual results. In another example, the historical data collector 832 improves the accuracy of the resource prediction calculations performed by the processor 836 by connecting to a remote server and uploading part or all of the data that the processor 836 uses to perform resource prediction. The data can include values ​​representing the predicted resource consumption and actual resource consumption of a specific route, route segment, destination or intermediate node or location. The data can include vehicle data, position data, map data, terrain data, weather data, and any other data processed by the processor 836. The remote server (614, 616) can then process the received data and use it to develop or alter the algorithms used by processor 836 to alter its functionality, preferably to reduce or eliminate differences between actual outcomes for a given route and the calculated predictions made by processor 836.

[0127] As a comparative example, scenario A uses a standard regenerative braking intensity value. Based on the standard regenerative braking intensity value, if the vehicle is traveling along the road and regenerative braking is applied (i.e., the user's foot is removed from the accelerator pedal), the vehicle will eventually stop, for example, 50 meters from its current position. If there is another vehicle in the path of the vehicle, for example, 45 meters away, the vehicle will either hit the other vehicle or apply braking from the vehicle's friction braking system to avoid hitting the other vehicle. In contrast, scenario B uses an adjusted regenerative braking intensity value based on detecting another vehicle located 45 meters away from the current vehicle in the path of the current vehicle. In the case of using the adjusted regenerative braking intensity value, the vehicle will increase regenerative braking (which will cause the vehicle to decelerate faster), generate electrical energy to be fed to the vehicle's battery, and eliminate the need to apply braking from the vehicle's friction braking system to avoid hitting the other vehicle.

[0128] Fig. 9is a flow chart showing an exemplary process 900 for dynamically and automatically adjusting a standard regenerative braking intensity value according to an embodiment of the present disclosure. As shown in the example, the process 900 begins at box 904. At box 908, the control system of the vehicle (such as the vehicle control system 348 and / or the navigation system 302 described above) receives road data, sensor data, and parameter values ​​using a processor (such as the sensor processor 340) or (one or more) other devices (such as processors 604, 614 and 618, (one or more) computing devices 368 and / or CPU 708). Road data may include, but is not limited to, data received from a location data collector 812, a map data collector 816, a terrain data collector 820, a weather data collector 824, a traffic data collector 828, a historical data collector 832, or other data collection sources. The sensor data includes static and dynamic objects on and around the vehicle path, including other vehicles, pedestrians, and / or other objects near or approaching the vehicle 100. In addition, the sensor data includes, but is not limited to, road gravel, road markings (such as lane lines, left turn lane lines, stop lines, and crosswalks), traffic signals (such as red, yellow, and green signals, turn signals, and lane use control signals), traffic signs (such as warning signs), traffic control signs (such as bicycle crossing signs, ahead signal signs, pedestrian crossing signs, school crossing signs), traffic flow signs (such as speed warning signs), additional lane signs, start lane signs, end lane signs, road end left lane signs, turn signs, stop signs, yield signs, wrong way signs, lane control signs, speed limit signs, railroad crossing signs, work zone signs, guide signs, service signs, and route signs. The parameter values ​​of the operating state of the vehicle include, but are not limited to, the operating state of the battery as an electrical energy source for driving the vehicle, the operating state of the power electronic device used to operate the vehicle, the operating state of the motor as an electrical energy source for driving the vehicle, the operating state of the vehicle when the vehicle is towing an object, and the operating state of the vehicle when the vehicle is fully loaded with passengers. User preferences may also be included. At box 912, a standard regenerative braking intensity value is obtained from the memory based on the vehicle acceleration. At box 916, the processor calculates an adjusted regenerative braking intensity value based on at least one of the road data, the sensor data, and the parameter value. The standard regenerative braking intensity value is also used to calculate the adjusted regenerative braking intensity value. At box 920, the control system applies an acceleration or deceleration amount to the vehicle based on the adjusted regenerative braking intensity value without using the vehicle's friction braking system.

[0129] Any of the steps, functions and operations discussed herein may be performed continuously and automatically.

[0130] Exemplary systems and methods of the present disclosure have been described with respect to vehicle systems and electric vehicles. However, in order to avoid unnecessarily obscuring the present disclosure, the foregoing description omits many known structures and devices. Such omissions should not be construed as limiting the scope of the claimed disclosure. Many specific details are set forth to provide an understanding of the present disclosure. However, it should be understood that the present disclosure can be practiced in a variety of ways beyond the specific details set forth herein.

[0131] In addition, although the exemplary embodiments shown herein show various components of the system that are matched, certain components of the system can be remotely located, located at a remote portion of a distributed network such as a LAN and / or the Internet, or located within a dedicated system. Therefore, it should be understood that the components of the system can be combined into one or more devices, such as a server, a communication device, or collocated at a specific node of a distributed network, such as an analog and / or digital telecommunications network, a packet switching network, or a circuit switching network. It will be understood from the foregoing description, and for reasons of computational efficiency, the components of the system can be arranged at any location within the distributed component network without affecting the operation of the system.

[0132] In addition, it should be understood that the various links connecting the elements can be wired or wireless links or any combination thereof, or any other known or subsequently developed (one or more) elements capable of providing and / or transmitting data to and from the connected elements. These wired or wireless links can also be secure links and can be capable of transmitting encrypted information. For example, the transmission medium used as a link can be any suitable carrier for electrical signals, including coaxial cables, copper wires, and optical fibers, and can take the form of sound waves or light waves, such as those generated during radio wave and infrared data communications.

[0133] Although the flow charts have been discussed and illustrated with respect to a particular sequence of events, it should be understood that changes, additions, and omissions to this sequence may occur without materially affecting the operation of the disclosed embodiments, configurations, and aspects.

[0134] Many variations and modifications of the disclosure may be used. Some features of the disclosure may be provided without providing other features.

[0135] In another embodiment, the system and method of the present disclosure can be implemented in combination with a special-purpose computer, a programmed microprocessor or microcontroller and (one or more) peripheral integrated circuit elements, an ASIC or other integrated circuit, a digital signal processor, a hard-wired electronic device or logic circuit (such as a discrete element circuit), a programmable logic device or a gate array (such as a PLD, PLA, FPGA, PAL), a special-purpose computer, any suitable device, etc. In general, various aspects of the present disclosure can be implemented using any (one or more) devices or devices capable of implementing the methods shown herein. Exemplary hardware that can be used for the present disclosure includes computers, handheld devices, phones (e.g., cellular, Internet, digital, analog, hybrid, etc.), and other hardware known in the art. Some of these devices include processors (e.g., single or multiple microprocessors), memory, non-volatile memory, input devices, and output devices. In addition, alternative software implementations can also be constructed, including but not limited to distributed processing or component / object distributed processing, parallel processing, or virtual machine processing to implement the methods described herein.

[0136] In yet another embodiment, the disclosed method can be easily implemented in conjunction with software using an object or object-oriented software development environment that provides portable source code that can be used on a variety of computer or workstation platforms. Alternatively, the disclosed system can be implemented partially or completely in hardware using standard logic circuits or VLSI designs. Whether software or hardware is used to implement a system according to the present disclosure depends on the speed and / or efficiency requirements of the system, the specific functions, and the specific software or hardware system or microprocessor or microcomputer system used.

[0137] In yet another embodiment, the disclosed method may be implemented in part in software, which may be stored on a storage medium and executed on a programmed general purpose computer, a special purpose computer, a microprocessor, etc., in cooperation with a controller and a memory. In these cases, the systems and methods of the present disclosure may be implemented as a program (such as an applet, or CGI scripts), resources resident on a server or computer workstation, routines embedded in a dedicated measurement system, system components, etc. The system may also be implemented by physically incorporating the system and / or method into a software and / or hardware system.

[0138] Although the present disclosure describes the components and functions implemented in the embodiments with reference to specific standards and protocols, the present disclosure is not limited to such standards and protocols. Other similar standards and protocols not mentioned herein exist and are considered to be included in the present disclosure. Moreover, the standards and protocols mentioned herein and other similar standards and protocols not mentioned herein are regularly replaced by faster or more effective equivalents with substantially the same functions. Such alternative standards and protocols with the same functions are considered to be equivalents included in the present disclosure.

[0139] The present disclosure includes, in various embodiments, configurations, and aspects, components, methods, processes, systems, and / or devices substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those skilled in the art will understand how to make and use the systems and methods disclosed herein after understanding the present disclosure. The present disclosure includes, in various different embodiments, configurations, and aspects, in the absence of matters not depicted and / or described herein, or in its different embodiments, configurations, or aspects, in the absence of such matters that may have been used in previous devices or processes, to provide devices and processes, for example, for improving performance, achieving convenience, and / or reducing implementation costs.

[0140] The foregoing discussion of the disclosure has been presented for the purpose of illustration and description. The foregoing is not intended to limit the disclosure to one or more forms disclosed herein. In the above-mentioned specific embodiments, for the purpose of streamlining the disclosure, various features of the disclosure are combined in one or more embodiments, configurations or aspects. The features of the embodiments, configurations or aspects of the disclosure may be combined in alternative embodiments, configurations or aspects other than those discussed above. This approach to the disclosure should not be interpreted as reflecting the following intention: the disclosure claimed for protection requires more features than those explicitly stated in the claims. Rather, as reflected in the appended claims, the creative aspects rely on less than all the features of a single aforementioned disclosed embodiment, configuration or aspect. Therefore, the appended claims are hereby combined in the present specific embodiments, wherein each claim relies on itself as an independent preferred embodiment of the disclosure.

[0141] Moreover, although the description of the present disclosure has included descriptions of one or more embodiments, configurations, or aspects and certain variations and modifications, other variations, combinations, and modifications are also within the scope of the present disclosure, for example, as may be within the skill and knowledge of a person skilled in the art after understanding the present disclosure. It is intended to obtain rights to include alternative embodiments, configurations, or aspects to the extent permitted, including alternative, interchangeable, and / or equivalent structures, functions, ranges, or steps to those claimed, regardless of whether such alternative, interchangeable, and / or equivalent structures, functions, ranges, or steps are disclosed herein, and it is not intended to publicly dedicate any patentable subject matter.

[0142] An embodiment includes a method for adjusting the amount of regenerative braking, the method comprising: receiving, by a processor of a control system of a vehicle, road data from a route navigated by the vehicle, data from one or more sensors of the vehicle, and data including parameter values ​​of an operating state of the vehicle; and obtaining, by the processor, a standard regenerative braking intensity value based on an acceleration of the vehicle. The method also includes: calculating, by the processor, an adjusted regenerative braking intensity value based on at least one of the road data, the sensor data, the parameter value of the operating state of the vehicle, and the standard regenerative braking intensity value; transmitting, by the processor, the adjusted regenerative braking intensity value to the control system; and applying, by the control system, an acceleration amount or a deceleration amount to the vehicle based on the adjusted regenerative braking intensity value.

[0143] Aspects of the above method include where the road data includes static information and dynamic information.

[0144] Aspects of the above method include where the static information includes at least one of map information of the route, terrain information of the route, historical traffic information of the route, and speed information of the route.

[0145] Aspects of the above method include where the dynamic information includes at least one of weather information and current traffic information of the route, the weather information including temperature information, precipitation information, and wind information.

[0146] Aspects of the above method include where the road information is provided from a third party service rather than from the vehicle.

[0147] Aspects of the above method include wherein the parameter value of the vehicle's operating state includes at least one of: the operating state of a battery as an electrical energy source for driving the vehicle, the operating state of a power electronic device for operating the vehicle, the operating state of a motor as an electrical energy source for driving the vehicle, the operating state of the vehicle when the vehicle is towing an object, and the operating state of the vehicle when the vehicle is fully loaded with passengers.

[0148] Aspects of the above method also include: receiving, by a processor, user preferences regarding a route navigated by the vehicle; and calculating, by the processor, an adjusted regenerative braking intensity value based on road data, sensor data, parameter values ​​of an operating state of the vehicle, and user preferences and at least one of standard regenerative braking intensity values, wherein the user preferences are input via a user interface.

[0149] Aspects of the above method further include displaying at least one adjustment option including the adjusted regenerative braking intensity value through a user interface for selection.

[0150] Aspects of the above method also include receiving a selection of the at least one adjustment option through a user interface.

[0151] Aspects of the above method also include applying, by the control system, an acceleration amount or a deceleration amount to the vehicle based on the selection of the at least one adjustment option.

[0152] An embodiment includes a regenerative braking system including one or more sensors that sense a route navigated by a vehicle, a control system that controls regenerative braking of the vehicle, and a processor that communicates with the one or more sensors and the control system. The processor is configured to receive road data from the route navigated by the vehicle, sensor data from one or more sensors, and parameter values ​​of an operating state of the vehicle, and to obtain a standard regenerative braking intensity value based on an acceleration of the vehicle. The processor is also configured to calculate an adjusted regenerative braking intensity value based on at least one of the road data, the sensor data, the parameter values ​​of the operating state of the vehicle, and the standard regenerative intensity value, and transmit the adjusted regenerative braking intensity value to the control system to control regenerative braking by applying an acceleration amount or a deceleration amount to the vehicle based on the adjusted regenerative braking intensity value.

[0153] Aspects of the above-described regenerative braking system include where the road data includes static information and dynamic information.

[0154] Aspects of the above-described regenerative braking system include where the static information includes at least one of map information of the route, terrain information of the route, historical traffic information of the route, and speed information of the route.

[0155] Aspects of the above-described regenerative braking system include where the dynamic information includes at least one of weather information and current traffic information of a route, the weather information including temperature information, precipitation information, and wind information.

[0156] Aspects of the above-described regenerative braking system include where road information is provided from a third party service rather than from the vehicle.

[0157] Aspects of the above-mentioned regenerative braking system include that the processor is also configured to: receive user preferences regarding a route navigated by the vehicle; calculate an adjusted regenerative braking intensity value based on road data, sensor data, parameter values ​​of the vehicle's operating state and user preferences and at least one of a standard regenerative braking intensity value, wherein the user preferences are input via a user interface.

[0158] Aspects of the above regenerative braking system include wherein the processor provides instructions to display at least one adjustment option including an adjusted regenerative braking intensity value for selection.

[0159] Aspects of the above regenerative braking system include where the processor is further configured to receive a selection of the at least one adjustment option.

[0160] Aspects of the above-described regenerative braking system include where an amount of acceleration or deceleration is applied to the vehicle by the control system based on selection of the at least one adjustment option.

[0161] Embodiments include a vehicle control system including a processor and

[0162] A memory coupled to and readable by the processor, and storing a set of instructions that, when executed by the processor, cause the processor to adjust the amount of regenerative braking by: receiving road data from a route navigated by the vehicle, sensor data from one or more sensors, and parameter values ​​of an operating state of the vehicle; obtaining a standard regenerative braking intensity value based on an acceleration of the vehicle; calculating an adjusted regenerative braking intensity value based on at least one of the road data, the sensor data, the parameter values ​​of the operating state of the vehicle, and the standard regenerative intensity value; and transmitting the adjusted regenerative braking intensity value to a vehicle control system to control regenerative braking by applying an amount of acceleration or deceleration to the vehicle based on the adjusted regenerative braking intensity value.

[0163] Any one or more aspects / embodiments as substantially disclosed herein may optionally be combined with any one or more other aspects / embodiments as substantially disclosed herein.

[0164] One or apparatus is adapted to perform any one or more of the above aspects / embodiments as substantially disclosed herein.

[0165] The phrases "at least one", "one or more", "or", and "and / or" are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions "at least one or two of A, B, and C", "at least one of A, B, or C", "one or more of A, B, and C", "one or more of A, B, or C", "A, B and / or C", and "A, B, or C" means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B, and C together.

[0166] The term "a" or "an" entity refers to one or more of that entity. Thus, the terms "a" (or "an"), "one or more" and "at least one" are used interchangeably herein. It should also be noted that the terms "includes," "comprising," and "having" are used interchangeably.

[0167] As used herein, the term "automatic" and variations thereof refer to any process or operation that is completed without significant human input in the performance of the process or operation, which is typically continuous or semi-continuous. However, a process or operation may be automatic if input is received prior to the performance of the process or operation, even if the performance of the process or operation uses significant or insignificant human input. Human input is considered significant if such input affects the manner in which the process or operation is performed. Human input that consents to the performance of the process or operation is not considered "significant."

[0168] Aspects of the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, microcode, etc.), or an embodiment combining software and hardware aspects, which may generally be referred to herein as a "circuit," "module," or "system." Any combination of one or more computer-readable medium(s) may be used. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium.

[0169] A computer-readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared or semiconductor system, apparatus or device, or any suitable combination of the foregoing. More specific examples of computer-readable storage media (a non-exhaustive list) would include the following: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium may be any tangible medium that can contain or store a program for use by or in conjunction with an instruction execution system, apparatus or device.

[0170] Computer readable signal media may include a propagated data signal in which a computer readable program code is embedded, for example, in a baseband or as part of a carrier wave. Such propagated signals may take any of a variety of forms, including but not limited to electromagnetic, optical, or any suitable combination thereof. Computer readable signal media may be any computer readable medium that is not a computer readable storage medium and may transmit, propagate, or transfer a program for use by or in conjunction with an instruction execution system, device, or apparatus. The program code embedded on a computer readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0171] As used herein, the terms "determine," "calculate," "infer," and variations thereof are used interchangeably and include any type of methodology, process, mathematical operation, or technique.

[0172] The term "electric vehicle" (EV) is also referred to herein as an electrically driven vehicle, which can be propelled using one or more electric motors or traction motors. Electric vehicles can be powered by electricity from an off-board source through a collector system, or can contain batteries or generators to convert fuel into electricity. Electric vehicles generally include a rechargeable power storage system (RESS) (also referred to as a full electric vehicle (FEV)). Power storage methods can include: chemical energy stored in a vehicle's onboard battery (e.g., a battery electric vehicle or BEV), an onboard kinetic energy storage device (e.g., a flywheel), and / or static energy (e.g., via an onboard double-layer capacitor). Rechargeable onboard electrical storage devices can be in the form of batteries, double-layer capacitors, and flywheel energy storage devices.

[0173] The term "hybrid electric vehicle" refers to a vehicle that can combine a conventional (usually fossil fuel-powered) powertrain with some form of electric propulsion. Most hybrid electric vehicles combine a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system (hybrid vehicle drivetrain). In a parallel hybrid, both the ICE and the electric motor are connected to a mechanical transmission and can usually simultaneously transmit power through the conventional transmission to drive the wheels. In a series hybrid, only the electric motor drives the powertrain, and the smaller ICE is used as a generator to power the electric motor or recharge the battery. Power-split hybrids have both series and parallel characteristics. A full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on only the engine, only the battery, or a combination of both. A mid-hybrid is a vehicle that cannot be driven by its electric motor alone, because the electric motor does not have enough power to propel the vehicle by itself.

[0174] The term "rechargeable electric vehicle" or "REV" refers to a vehicle having an onboard rechargeable energy storage device, including electric vehicles and hybrid electric vehicles.

Claims

1. A method for adjusting the amount of regenerative braking, the method comprising: receiving, by a processor of a control system of a currently operating vehicle, road data from a route navigated by the currently operating vehicle, sensor data from one or more sensors of the currently operating vehicle, and data including parameter values ​​of an operating state of the currently operating vehicle; The processor obtains a standard regenerative braking intensity value based on the acceleration of the currently running vehicle; Calculating, by the processor, an adjusted regenerative braking intensity value configured to be performed on the currently running vehicle based on at least one of the road data, the sensor data, the parameter value, and the standard regenerative braking intensity value; displaying various adjustment options for executing the calculated adjusted regenerative braking intensity value to the currently running vehicle through a user interface for selection; receiving, via the user interface, a selection of one of the various adjustment options for the adjusted regenerative braking intensity value; transmitting, by the processor, to the control system, a selection of the one of the various adjustment options for the adjusted regenerative braking intensity value; as well as An acceleration amount or a deceleration amount is applied by the control system to the currently operating vehicle based on the selection of the one of the various adjustment options for the adjusted regenerative braking intensity value.

2. The method of claim 1, wherein: The road data includes static information and dynamic information.

3. The method of claim 2, wherein: The static information includes at least one of map information of the route, terrain information of the route, historical traffic information of the route, and speed information of the route.

4. The method of claim 2, wherein: The dynamic information includes at least one of weather information and current traffic information of the route, the weather information including temperature information, precipitation information, and wind information.

5. The method of claim 2, wherein: The road data is provided from a third party service rather than from the vehicle.

6. The method of claim 1, wherein: The parameter value of the operating state of the currently running vehicle includes at least one of the following: the operating state of a battery serving as an electrical energy source for driving the vehicle, the operating state of a power electronic device for operating the vehicle, the operating state of a motor serving as an electrical energy source for driving the vehicle, the operating state of the vehicle when the currently running vehicle is towing an object, and the operating state of the vehicle when the currently running vehicle is fully loaded with passengers.

7. The method of claim 1, further comprising: A user preference is received by the processor regarding a route navigated by the currently operating vehicle.

8. A regenerative braking system comprising: one or more sensors that sense a route navigated by a currently operating vehicle; a control system, the control system controlling regenerative braking of the currently operating vehicle; as well as a processor in communication with the one or more sensors and the control system, the processor being configured to: receiving road data from a route navigated by the currently operating vehicle, sensor data from the one or more sensors, and parameter values ​​of an operating state of the currently operating vehicle; Obtaining a standard regenerative braking intensity value based on the acceleration of the currently running vehicle; calculating an adjusted regenerative braking intensity value configured to be performed on the currently operating vehicle based on at least one of the road data, the sensor data, the parameter value, and the standard regenerative braking intensity value; displaying various adjustment options for executing the calculated adjusted regenerative braking intensity value to the currently running vehicle for selection; receiving a selection of one of the various adjustment options for the adjusted regenerative braking intensity value; as well as The selection of the one of the various adjustment options for the adjusted regenerative braking intensity value is transmitted to the control system to apply an acceleration amount or a deceleration amount to the currently operating vehicle based on the selection of the one of the various adjustment options for the adjusted regenerative braking intensity value.

9. The regenerative braking system of claim 8, wherein: The road data includes static information and dynamic information.

10. The regenerative braking system of claim 9, wherein: The static information includes at least one of map information of the route, terrain information of the route, historical traffic information of the route, and speed information of the route.

11. The regenerative braking system of claim 9, wherein: The dynamic information includes at least one of weather information and current traffic information of the route, the weather information including temperature information, precipitation information, and wind information.

12. The regenerative braking system of claim 9, wherein: The road data is provided from a third party service rather than from the currently operating vehicle.

13. The regenerative braking system of claim 8, wherein: The processor is further configured to: A user preference is received regarding a route navigated by the currently operating vehicle.

14. A vehicle control system comprising: processor; as well as a memory coupled to the processor and readable by the processor, wherein the memory stores a set of instructions that, when executed by the processor, cause the processor to adjust the amount of regenerative braking by: receiving road data from a route navigated by a currently operating vehicle, data from one or more sensors, and parameter values ​​of an operating state of the currently operating vehicle; Obtaining a standard regenerative braking intensity value based on the acceleration of the currently running vehicle; calculating an adjusted regenerative braking intensity value configured to be performed on the currently operating vehicle based on at least one of the road data, the sensor data, the parameter value, and the standard regenerative braking intensity value of the currently operating vehicle; displaying various adjustment options for implementing the calculated adjusted regenerative braking intensity value to the vehicle for selection; receiving a selection of one of the various adjustment options for the adjusted regenerative braking intensity value; as well as The selection of the one of the various adjustment options for the adjusted regenerative braking intensity value is transmitted to the vehicle control system to apply an acceleration amount or a deceleration amount to the currently operating vehicle based on the selection of the one of the various adjustment options for the adjusted regenerative braking intensity value.

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