Automatic pick-up planning and execution of vehicles

Abstract

A method for automated pick-up planning and execution includes receiving personnel transfer data. The personnel transfer data includes passenger data and destination data. The method also includes detecting a plurality of restricted locations along the infrastructure using the destination data. The method further includes determining a transfer location based on the plurality of restricted locations and the passenger data. The transfer location is a location where a passenger will transfer between the vehicle and a pedestrian location external to the vehicle. The method further includes commanding the vehicle to move to the transfer location; and after the vehicle arrives at the transfer position, commanding the vehicle to park.

Description

Technical Field

[0001] The present disclosure relates to a vehicle system and method for automated pick-up planning and execution. Background Art

[0002] This introduction generally presents the context of the present disclosure. To the extent described in this introduction, the work of the presently designated inventors and aspects of the description that may not qualify as prior art at the time of filing are neither explicitly nor implicitly admitted to be prior art against the present disclosure.

[0003] Some vehicles sometimes carry passengers who need to be picked up near infrastructure such as airport terminals. In these cases, the vehicle will temporarily stop in front of the infrastructure to allow the vehicle's passengers to enter or exit the infrastructure. Therefore, it is desirable to develop a system and method for automated passenger pick-up planning and execution. Summary of the invention

[0004] A system of one or more computers may be configured to perform specific operations or actions by means of software, firmware, hardware, or a combination thereof installed on the system, which software, firmware, hardware, or a combination thereof causes or results in the system performing an action in operation. One or more computer programs may be configured to perform specific operations or actions by including instructions, which, when executed by a data processing device, cause the device to perform an action. A general aspect includes a method for pick-up and drop-off planning. The method also includes receiving personnel transfer data. The personnel transfer data includes passenger data and destination data. The passenger data includes information about a person who will move between a vehicle and a pedestrian location outside the vehicle, and the pedestrian location outside the vehicle is adjacent to an infrastructure. The destination data includes information about the infrastructure and an area directly adjacent to the infrastructure. The method also includes using the destination data to detect a plurality of restricted locations along the infrastructure. Each restricted location does not allow the vehicle to stop. The method also includes determining a transfer location based on the plurality of restricted locations and the passenger data. The transfer location is a location where a passenger will transfer between the vehicle and a pedestrian location outside the vehicle. The method includes executing a control action in response to determining the transfer location. The control action may be to command the vehicle to move toward the transfer location and once the vehicle reaches the transfer location, to command the vehicle to stop. Alternatively, the control action may be to command the user interface to display the transfer location on a map. Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the method.

[0005] Implementations may include one or more of the following features. The method may include filtering out a plurality of restricted locations to determine a plurality of available stop segments along the infrastructure. The method may include determining the time required for a passenger to transfer between a vehicle and a pedestrian location outside the vehicle. The unrestricted optimal transfer point is the location where the distance between the vehicle and the entrance to the infrastructure is the shortest. The method may include determining the midpoint of the length of each of the plurality of available stop segments. The method may include filtering out segments whose length is less than a predetermined length threshold to determine a plurality of feasible stop segments. The method may include determining the distance from the midpoint of the length of each of the plurality of feasible stop segments to the unrestricted optimal transfer point to determine a plurality of segment distances. The method may include determining, for each of the plurality of feasible stop segments, a probability that the plurality of feasible stop segments are available when the vehicle arrives at a corresponding stop segment in the plurality of feasible stop segments to determine a plurality of available probabilities. The method may include ranking the plurality of feasible stop segments based on a ratio between the distance from the midpoint of the length of each of the plurality of feasible stop segments to the unrestricted optimal transfer point and the probability that the plurality of feasible stop segments are available when the vehicle arrives at a corresponding stop segment in the plurality of feasible stop segments. The method may include: determining which of a plurality of feasible stop segments has the lowest ratio between “the distance from the midpoint of the length of each of the plurality of feasible stop segments to the unrestricted optimal transfer point” and “the probability that the plurality of feasible stop segments are available when the vehicle arrives at the corresponding stop segment of the plurality of feasible stop segments”, so as to select the feasible stop segment having the lowest ratio between “the distance from the midpoint of the length of each of the plurality of feasible stop segments to the unrestricted optimal transfer point” and “the probability that the plurality of feasible stop segments are available when the vehicle arrives at the corresponding stop segment of the plurality of feasible stop segments”, thereby determining the selected feasible stop segment. The selected feasible stop segment is designated as a transfer location, and the method also includes commanding the vehicle to move toward the feasible stop segment. Implementations of the described technology may include hardware, methods or processes, or computer software on a computer-accessible medium.

[0006] The present disclosure also describes a vehicle, which includes a sensor and a controller in communication with the sensor. The controller is programmed to perform the above method.

[0007] Further areas of applicability of the present disclosure will become apparent from the detailed description provided hereinafter.It should be understood that the detailed description and specific examples are intended for illustration purposes only and are not intended to limit the scope of the present disclosure.

[0008] The above features and advantages and other features and advantages of the presently disclosed systems and methods are apparent from the detailed description, including the claims and exemplary embodiments, when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present disclosure will be more fully understood from the detailed description and accompanying drawings, in which:

[0010] Figure 1 is a block diagram depicting a vehicle.

[0011] Figure 2 It is a depiction Figure 1 Block diagram of a vehicle 10 moving to a transfer location adjacent to infrastructure.

[0012] Figure 3 is a flow chart of a method for automatic pick-up planning and execution.

[0013] Figure 4 It is a flowchart of a method for estimating the time required for pick-up and drop-off. DETAILED DESCRIPTION

[0014] Reference will now be made in detail to several examples of the present disclosure as illustrated in the accompanying drawings. Whenever possible, the same or similar reference numerals are used in the drawings and description to refer to the same or similar parts or steps.

[0015] Reference Figure 1 , the vehicle 10 generally includes a chassis 12, a body 14, front wheels and rear wheels 17, and may be referred to as a vehicle system. In the depicted embodiment, the vehicle 10 includes two front wheels 17a and two rear wheels 17b. The body 14 is arranged on the chassis 12 and substantially surrounds the components of the vehicle 10. The body 14 and the chassis 12 may together form a frame. Each wheel 17 is rotatably connected to the chassis 12 near a corresponding corner of the body 14. The vehicle 10 includes a front axle 19 coupled to the front wheels 17a and a rear axle 25 coupled to the rear wheels 17b.

[0016] The vehicle 10 can be an autonomous vehicle or a manually controlled vehicle, and the control system 98 is integrated in the vehicle 10. The system 98 can be referred to as a system. The vehicle 10 is, for example, a vehicle that is automatically controlled to transport passengers from one location to another. The vehicle 10 is depicted as a pickup truck in the illustrated embodiment, but it should be understood that other vehicles, including trucks, sedans, coupes, sport utility vehicles (SUVs), recreational vehicles (RVs), etc., can also be used. In one embodiment, the vehicle 10 can include a so-called secondary, tertiary, tertiary or tertiary driving automation system. The tertiary system represents "high automation" and refers to the driving mode-specific performance of the autonomous driving system in terms of dynamic driving tasks, even if the human driver does not respond appropriately to the intervention request. The tertiary system represents "full automation" and refers to the full-time performance of the autonomous driving system in various aspects of the dynamic driving task under a variety of road and environmental conditions that can be managed by the human driver. In a level 3 vehicle, the system 98 performs the entire dynamic driving task (DDT) within its designed area. In a level 2 vehicle, the system provides steering, braking / acceleration support, lane centering and adaptive cruise control. However, even when these systems are activated, the vehicle operator at the steering wheel must steer and constantly supervise the automated features.

[0017] As shown, the vehicle 10 generally includes a propulsion system 20, a transmission system 22, a steering system 24, an anti-lock braking system (ABS) 26, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one controller 34, and a communication system 36. The steering system 24 is a wire-controlled steering system. In various embodiments, the propulsion system 20 may include an electric motor such as a traction motor and / or a fuel cell propulsion system. The vehicle 10 may also include a battery (or battery pack) 21 electrically connected to the propulsion system 20. Therefore, the battery 21 is configured to store electrical energy and provide electrical energy to the propulsion system 20. In certain embodiments, the propulsion system 20 may include an internal combustion engine. The transmission system 22 is configured to transmit power from the propulsion system 20 to the wheels 17 according to a selectable speed ratio. According to various embodiments, the transmission system 22 may include a stepped automatic transmission, a continuously variable transmission, or other suitable transmission. The anti-lock braking system (ABS) 26 is configured to provide braking torque to the wheels 17. In various embodiments, the anti-lock braking system (ABS) 26 may include friction brakes, brake-by-wire, a regenerative braking system (e.g., an electric motor), and / or other suitable braking systems. The steering system 24 affects the position of the wheels 17 and may include a steering wheel 33. Although depicted as including a steering wheel 33 for purposes of illustration, in some embodiments contemplated within the scope of the present disclosure, the steering system 24 may not include a steering wheel 33.

[0018] The sensor system 28 includes one or more sensors 40 (i.e., sensing devices) that sense observable conditions of the external environment and / or the internal environment of the vehicle 10. The sensors 40 communicate with the controller 34 and may include, but are not limited to, one or more steering wheel sensors 45, one or more radars, one or more light detection and ranging (lidar) sensors, one or more proximity sensors, one or more wheel speed sensors, one or more odometers, one or more ground penetrating radar (GPR) sensors, one or more steering angle sensors, a global navigation satellite system (GNSS) transceiver (e.g., one or more global positioning system (GPS)) transceivers), one or more tire pressure sensors, one or more throttle position sensors, one or more cameras 41 (e.g., eye trackers), one or more gyroscopes, one or more accelerometers, one or more inclinometers, one or more speed sensors, one or more ultrasonic sensors, one or more inertial measurement units (IMUs), one or more night vision devices, thermal imaging sensors, and / or other sensors, etc. Each sensor 40 is configured to generate a sensed signal indicating an observable condition of the external environment and / or the internal environment of the vehicle 10. Because the sensor system 28 provides data to the controller 34, the sensor system 28 and its sensors 40 are considered to be information sources (or simply sources). The vehicle 10 and / or the system 98 do not include light sensors capable of detecting light inside the vehicle 10 .

[0019] The actuator system 30 includes one or more actuators 42 that control one or more vehicle features, such as, but not limited to, the propulsion system 20, the transmission system 22, the steering system 24, and the anti-lock braking system (ABS) 26. In various embodiments, the vehicle features may also include interior and / or exterior vehicle features, such as, but not limited to, doors, trunks, and cabin features, such as air, music, lighting, etc. The actuator 42 may include a throttle.

[0020] The data storage device 32 stores data for automatically controlling the vehicle 10. In various embodiments, the data storage device 32 stores a defined map of a navigable environment. In various embodiments, the defined map may be predefined and obtained by a remote system. For example, the defined map may be pieced together and transmitted (wirelessly and / or wiredly) to the vehicle 10 by a remote system and stored in the data storage device 32. The data storage device 32 may be part of the controller 34 and separate from the controller 34, or part of the controller 34 and part of a separate system.

[0021] The vehicle 10 may also include one or more airbags 35 in communication with the controller 34 or another controller of the vehicle 10. The airbag 35 includes an inflatable bag and is configured to transition between a stowed state and a deployed state to cushion the effects of external forces applied to the vehicle 10. The sensor 40 may include an airbag sensor, such as an inertial measurement unit (IMU), configured to detect external forces and generate a signal indicating the magnitude of such external forces. The controller 34 is configured to command the deployment of the airbag 35 based on signals from one or more sensors 40 (e.g., airbag sensors). Therefore, the controller 34 is configured to determine when the airbag 35 has been deployed.

[0022] The controller 34 includes at least one processor 44 and a non-transitory computer readable storage device or medium 46. The processor 44 can be a custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), a secondary processor in a plurality of processors associated with the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination of the above, or generally a device for executing instructions. The computer readable storage device or medium 46 can include volatile and non-volatile storage devices such as read-only memory (ROM), random access memory (RAM), and keep alive memory (KAM). Keep alive memory (KAM) is a persistent or non-volatile memory that can be used to store various operating variables when the processor 44 is turned off. The computer readable storage device or medium 46 can be implemented using a plurality of storage devices, such as PROM (programmable read-only memory), EPROM (electrically programmable read-only memory), EEPROM (electrically erasable programmable read-only memory), flash memory, or other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which represent executable instructions, used by the controller 34 when controlling the vehicle 10. The controller 34 of the vehicle 10 may be referred to as a vehicle controller and may be programmed to perform the method 100 described in detail below. Figure 3 ) and Method 200( Figure 4 ).

[0023] The instructions may include one or more separate programs, each of which includes an ordered list of executable instructions for implementing logical functions. When executed by the processor 44, the instructions receive and process signals from the sensor system 28, execute logic, calculations, methods and / or algorithms for automatically controlling components of the vehicle 10, and generate control signals to the actuator system 30 to automatically control components of the vehicle 10 based on the logic, calculations, methods and / or algorithms. Although Figure 1, a single controller 34 is shown, but embodiments of the vehicle 10 may include multiple controllers 34 communicating via a suitable communication medium or combination of communication media that cooperate to process sensor signals, execute logic, calculations, methods and / or algorithms, and generate control signals to automatically control features of the vehicle 10. In various embodiments, one or more instructions of the controller 34 are embodied in the control system 98.

[0024] The vehicle 10 includes a user interface 23, which may be a touch screen in the instrument panel. The user interface 23 may include, but is not limited to, an alarm (e.g., one or more speakers 27 providing audible sounds), tactile feedback in a vehicle seat or other object, one or more displays 29, one or more microphones 31, and / or other devices suitable for providing notifications to a vehicle user of the vehicle 10. The user interface 23 is in electronic communication with a controller 34 and is configured to receive input from a vehicle occupant 11 (e.g., a vehicle driver or a vehicle passenger). For example, the user interface 23 may include a touch screen and / or buttons configured to receive input from a vehicle occupant 11. Thus, the controller 34 is configured to receive input from a user via the user interface 23. The vehicle 10 may include one or more displays 29, which are configured to display information to a vehicle occupant 11 (e.g., a vehicle operator or a passenger) and may be a head-up display (HUD).

[0025] The communication system 36 communicates with the controller 34 and is configured to wirelessly transmit information to other remote vehicles 48, such as, but not limited to, communication with other vehicles (vehicle-to-vehicle "V2V" communication), communication with infrastructure (vehicle-to-infrastructure "V2I" communication), remote systems at a remote call center (e.g., General Motors' ON-STAR), and / or personal electronic devices (such as mobile phones). In the present disclosure, the term "remote vehicle" refers to a vehicle (e.g., an automobile) configured to send one or more signals to the vehicle 10 while not physically connected to the vehicle 10. In certain embodiments, the communication system 36 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using the Institute of Electrical and Electronics Engineers (IEEE) 802.11 standard or by using cellular data communications. However, additional or alternative communication methods, such as dedicated short-range communication (DSRC) channels, are also considered within the scope of the present disclosure. Dedicated short-range communication (DSRC) channels refer to a one-way or two-way short-range to medium-range wireless communication channel designed specifically for automotive use and a set of corresponding protocols and standards. Thus, the communication system 36 may include one or more antennas and / or communication transceivers 37 for receiving and / or transmitting signals, such as collaborative sensing messages (CSM). The communication transceivers 37 may be considered sensors 40. The communication system 36 is configured to wirelessly transmit information between the vehicle 10 and another vehicle. In addition, the communication system 36 is configured to wirelessly transmit information between the vehicle 10 and infrastructure or other vehicles.

[0026] refer to Figure 2 , the system 98 of the vehicle 10 is configured to perform automatic pick-up planning and execution. The system 98 collects the preferences and needs of the passenger, identifies the available pick-up locations directly adjacent to the infrastructure 90 (e.g., a building), selects the best available location using an optimization method, and commands the vehicle 10 to perform operations to move toward the best available location. The infrastructure 90 generally includes an entryway 92 (e.g., stairs, doors, etc.). Ideally, the vehicle 10 stops at a location directly in front of the entryway 92 of the infrastructure 90 (i.e., the best transfer point 94 designated by an asterisk). However, the best transfer point 94 is not always available. Locations along the infrastructure 90 that are not available are referred to as restricted locations 96. As a non-limiting example, the restricted location 96 cannot be parked by the vehicle 10 due to regulations (i.e., no stop sign), pedestrians occupying the location, other vehicles occupying the location, the location in front of the lane, etc. Therefore, the system 98 applies a pick-up optimization algorithm to identify the best location for passenger drop-off and / or pick-up based on the distance to the location closest to the destination (e.g., the best transfer point 94 designated by an asterisk) and the length of the free location. The system 98 also determines the probability that the point will be available when the vehicle 10 arrives at the point.

[0027] First, the system 98 collects passenger pick-up and drop-off requirements (i.e., personnel transfer data) and predicts the time required for pick-up and drop-off. Special conditions include carrying heavy objects, accompanying children, disabled people, needing to open the trunk, and weather conditions. Then, the system 98 identifies the location closest to the destination according to the situation. The destination may be the entrance door, handicap ramp, or stairs of the infrastructure. The system 98 estimates the time required for pick-up and drop-off. The time estimate is based on special assistance that the customer may need (e.g., disability, illness) or items that the customer needs to load and unload. Next, the system 98 will find all idle pick-up and drop-off locations (i.e., available stop segments 88) near the destination (such as the entrance passage 92 of the infrastructure 90). The system 98 considers traffic signs, fire hydrants, lanes, and all parking restrictions that should be considered. The system 98 verifies whether the available locations for pick-up and drop-off (i.e., available stop segments 88) have a parking time limit that is less than the estimated pick-up and drop-off time. In addition, the system 98 will also evaluate whether parking is legal based on the estimated pick-up and drop-off time at the identified idle locations. Additionally, once the vehicle 10 arrives at the stop segment 88, the system 98 calculates the probability that the stop segment 88 is available. The system 98 can communicate with the passenger to set up a pick-up location at a highly crowded location (e.g., concerts, stadiums, shopping malls, etc.).

[0028] Reference Figure 2 and Figure 3 , Figure 3 A flow chart of a method 100 for automatic pick-up planning and execution is shown, and reference is made to Figure 3 for discussion. The method 100 begins at box 102. At box 102, the controller 34 receives personnel transfer data including passenger data. The passenger data includes information about people who will move between the vehicle 10 and a pedestrian position 82 outside the vehicle 10 near the destination. The pedestrian position 82 can be located on the sidewalk 86 between the infrastructure 90 and the road 84. The vehicle 10 moves along the road 84. In other words, the controller 34 collects all passenger needs (i.e., passenger data). As a non-limiting example, passenger requirements may include information about any passenger disabilities, whether the passenger is carrying heavy objects, whether the passenger is carrying one or more minors (e.g., infants), etc. The passenger data may also include information for identifying users (i.e., future passengers) in the pick-up scene. For example, face recognition can be used to identify users who need to be picked up. The passenger data may also include other identification information about the person or group to be picked up by the vehicle 10. Then, the method 100 continues to box 104.

[0029] At box 104, the controller 34 receives destination data, which includes information about the infrastructure 90 and the area directly adjacent to the infrastructure 90. Using the destination data, the controller 34 detects all restrictions along the infrastructure 90, and therefore detects restricted locations 96 along the infrastructure 90. As non-limiting examples, restrictions may be due to lanes, locations prohibited by signs, locations in front of fire hydrants, etc. The sensor system 28 (e.g., camera 41) can be used to find objects that indicate stop restrictions, such as fire hydrants, lanes, pedestrians, etc. In addition, the sensor system 28 can use sign recognition to read time restrictions and other restrictions along the available stop segments 88 adjacent to the infrastructure 90. The sensor system 28 can use gesture recognition to interpret the parking-related gestures of the law enforcement officer. Using the destination data, the controller 34 identifies and locates the restricted location 96 adjacent to the infrastructure 90. As described above, the restricted location 96 is not available for the vehicle 10 to stop. Then, the method 100 continues to box 106.

[0030] At box 106, the controller 34 filters out the restricted locations 96 to identify available stop segments 88 along the infrastructure 90. The method 100 then proceeds to box 108. In addition, box 106 requires the use of data about the restricted locations 96 to identify the boundaries of the feasible stop segments 88. At box 108, the controller 34 uses the passenger data to determine the time required for the passenger to transfer between the vehicle 10 and the pedestrian location 82 outside the vehicle 10. In other words, the controller 34 determines the time required to pick up and drop off the passenger based on the passenger's requirements. The method 100 then continues to box 110.

[0031] At box 110, the controller 34 determines (e.g., calculates) an unconstrained optimal transfer point 94. The unconstrained optimal transfer point 94 is the location where the distance from the vehicle 10 to an entryway 92 (e.g., a door, stairway, handicap ramp, etc.) of the infrastructure 90, a passenger location, or a user-specified pickup location is minimized. As a non-limiting example, the optimal transfer point 94 can be determined by drawing a straight line from the entryway 92 of the infrastructure 90 that is orthogonal to the section of the road 84 adjacent to the infrastructure 90. As described above, the unconstrained optimal transfer point 94 is identified with an asterisk. The method 100 then continues to box 112.

[0032] At block 112, using the previously determined boundaries of the available stop segments 88, the controller 34 determines (e.g., calculates) the midpoint 80 of the length Li of each available stop segment 88. i in Li is in the range between 1 and N, where N is the number of available stop segments 88 detected by the system 98. The midpoint 80 is identified by X. At block 114, using the previously determined boundaries of the available stop segments 88, the controller 34 determines (e.g., calculates) the length Li of each available stop segment 88. It is contemplated that the controller 34 may perform block 114 before or after performing block 112. The method 100 then proceeds to block 116.

[0033] At box 116, the controller 34 compares the length Li of each available stop segment 88 with a predetermined length threshold to determine which available stop segment 88 has a length Li less than the predetermined length threshold. The predetermined length threshold is equal to the length of the vehicle 10 plus a predetermined additional length for maneuverability. Then, the controller 34 filters out the available stop segments 88 with lengths less than the predetermined length threshold to determine a plurality of feasible stop segments (if any). Then, the method 100 proceeds to box 118.

[0034] At frame 118, the controller 34 determines whether there are any feasible stop segments. If there are no feasible stop segments 88, the method 100 continues to frame 120. At frame 120, the controller 34 commands the vehicle 10 to move forward autonomously and find other available locations. Alternatively, the controller 34 commands the vehicle 10 to stop or slow down within the available feasible stop segments. If there are one or more feasible stop segments, the method 100 continues to frame 122. At frame 122, the controller 34 determines the distance Di from the midpoint 80 of the length Li of each feasible stop segment 88 to the unrestricted optimal transfer point 94. These distances Di can be referred to as segment distances Di. The i in the term Di ranges between 1 and N, where N is the number of available stop segments 88 detected by the system 98. Then, the method 100 continues to frame 124.

[0035] At box 124, for each feasible stop segment 88, the controller 34 determines the probability Pi that the feasible stop segment 88 is available when the vehicle 10 arrives at the feasible stop segment 88. To do this, the controller 34 uses a predictor, such as a neural network. The predictor (e.g., a neural network) uses multiple inputs, such as: vehicle speed; vehicle position; vehicle heading angle; vehicle speed; the position, speed and heading of all other participants (e.g., other vehicles and pedestrians); the position of the midpoint 80 of the feasible stop segment 88; and whether other vehicles have turned on their left turn signal, right turn signal and / or whether the backup lights of other vehicles are turned on. Next, the method 100 continues to box 126.

[0036] At box 126, the controller 34 uses the ratio (Di / Pi) between the distance Di from the midpoint 80 of the length Li of each feasible stop segment 88 to the unrestricted best transfer point 94 and the probability Pi that the feasible stop segment 88 is available when the vehicle arrives at the specific feasible stop segment 88 to sort the feasible stop segments 88 (in ascending order). Then, the method 100 proceeds to box 128.

[0037] At box 128, the controller 34 selects the feasible stop segment 88 having the lowest ratio (Di / Pi) between the distance Di from the midpoint 80 of the length Li of each feasible stop segment 88 to the unrestricted optimal transfer point 94 and the probability Pi that the feasible stop segment 88 is available when the vehicle arrives at the specific feasible stop segment 88. Then, the method 100 continues to box 130.

[0038] At box 130, the controller 34 determines whether the user (the person to be picked up) objects to the selected feasible stop segment 88. The user may input an objection to the selected feasible stop segment 88 through, for example, a mobile electronic device or the user interface 23 of the vehicle 10. If the user objects to the selected feasible stop segment 88, the method 100 returns to box 128. At box 128, the controller 34 selects the next feasible stop segment 88 on the sorted list. If the user does not object to the selected feasible stop segment 88, the method 100 continues to box 132. At box 132, the controller 34 commands the user interface 23 to highlight the selected stop segment 88 on the map to help the driver drive and park at the selected location. Alternatively, the controller 34 commands the vehicle 10 to autonomously move to the selected feasible stop segment 88. In addition, once the vehicle 10 arrives at the selected feasible stop segment 88, the controller 34 commands the vehicle 10 to stop automatically.

[0039] Figure 41 is a method 200 for estimating the time required for a pickup, as discussed above with respect to block 108. The method 200 begins at block 202. Block 202 entails asking the user how much time he or she needs for the pickup. The method 200 then proceeds to block 204. Block 204 entails optionally asking the user what they are carrying (e.g., quantity, weight, size, etc.). The user can choose to enter these details (i.e., what they are carrying) or skip this step. The method 100 then proceeds to block 206. Block 206 entails determining whether the user is carrying anything based on the response in block 204: if the user is carrying anything, the method 200 proceeds to block 208. At block 208, the controller 34 adds a predetermined time value to the time requested by the user as needed; if the user is not carrying anything, the method 200 proceeds to block 210. The method 200 proceeds to block 210 after executing block 208. Block 210 entails asking the user if he or she needs special assistance (e.g., disability or illness) that may require additional time for the pickup. The user may choose to enter the information, or skip this step if such assistance is not required. The method 200 then proceeds to box 212. At box 212, the controller 34 determines whether the user requires special assistance. If the user requires special assistance, the method 200 proceeds to box 214. Box 214 adds a predetermined time value to the time requested by the user as needed. The method 200 then proceeds to box 216. The method 200 also proceeds to box 216 after executing box 212. At box 216, the controller 34 uses the sensor data of the sensor 40 to detect and identify the object carried by the user. The method 200 then proceeds to box 218. At box 218, the controller 34 queries the database to obtain the average time taken to load or load the load onto the vehicle 10. The method 200 then proceeds to box 220. At box 220, the controller 34 determines whether information about the average time required to load or load the load onto the vehicle 10 is retrieved from the database. If no information is found about the average time it takes to load or load onto the vehicle 10, the method 200 continues to block 222. At block 222, the estimate of the time required for the pickup is not updated. If information is found about the average time it takes to load or load onto the vehicle 10, the method 200 continues to block 224. At block 224, the controller 34 determines the estimate of the time based on the average time it takes to load or load onto the vehicle 10 for the user's load, and updates the time requested by the user in block 202 if necessary.

[0040] Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms covered by the claims. The words used in the specification are descriptive rather than restrictive, and it should be understood that various changes can be made without departing from the spirit and scope of the present disclosure. As previously mentioned, the features of the various embodiments can be combined to form further embodiments of the currently disclosed systems and methods that may not be explicitly described or shown. Although various embodiments may have been described as having more advantages or advantages than other embodiments or prior art implementations in terms of one or more desired characteristics, it is recognized by those of ordinary skill in the art that in order to achieve the desired overall system properties, one or more features or characteristics may be lowered, depending on the specific application and implementation. These properties may include, but are not limited to, cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, applicability, weight, manufacturability, ease of assembly, etc. Therefore, in terms of one or more features, compared with other embodiments or prior art embodiments, embodiments described as less ideal do not exceed the scope of the present disclosure and may be ideal for specific applications.

[0041] The drawings are in simplified form and are not drawn to exact scale. Directional terms such as top, bottom, left, right, upper, above (with contact), above (without contact), below (without contact), below (with contact), rear, and front may be used with respect to the drawings for the purpose of convenience and clarity only. These and similar directional terms should not be construed as limiting the scope of the present disclosure in any way.

[0042] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples, and other embodiments may take various alternative forms. The drawings are not necessarily drawn to scale; certain features may be enlarged or minimized to show the details of a particular component. Therefore, the specific structural and functional details disclosed herein should not be interpreted as restrictive, but merely as a representative basis for teaching those skilled in the art to adopt the currently disclosed systems and methods in different ways. As will be understood by those of ordinary skill in the art, the various features shown and described with reference to any of the accompanying drawings may be combined with the features shown in one or more other drawings to produce embodiments that are not explicitly shown or described. The combination of features shown provides representative embodiments of typical applications. However, various combinations and modifications of features consistent with the teachings of the present disclosure may be required for specific applications or implementations.

[0043] Embodiments of the present disclosure may be described herein in terms of functional and / or logical block components and various processing steps. It should be understood that such block components may be implemented by multiple hardware, software, and / or firmware components configured to perform specified functions. For example, embodiments of the present disclosure may employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, etc., which may perform various functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will appreciate that embodiments of the present disclosure may be practiced in conjunction with a variety of systems, and the systems described herein are merely exemplary embodiments of the present disclosure.

[0044] For the sake of brevity, technologies related to signal processing, data fusion, signaling, control and other functional aspects of the system (and the various operating components of the system) may not be described in detail herein. In addition, the connecting lines shown in the various figures included herein are intended to represent example functional relationships and / or physical connections between the various elements. It should be noted that alternative or additional functional relationships or physical connections may exist in the embodiments of the present disclosure.

[0045] This description is merely illustrative in nature and is in no way intended to limit the present disclosure, its application or use. The broad teachings of the present disclosure can be implemented in many forms. Therefore, although the present disclosure includes specific examples, the true scope of the present disclosure should not be so limited, as other modifications will become apparent after studying the drawings, the specification and the appended claims.

Claims

1. A method for pick-up and drop-off planning, comprising: receiving people transfer data, wherein the people transfer data includes passenger data and destination data, the passenger data including information about a person to be moved between a vehicle and a pedestrian location outside the vehicle, the pedestrian location outside the vehicle being adjacent to an infrastructure, the destination data including information about the infrastructure and an area directly adjacent to the infrastructure; detecting a plurality of restricted locations along the infrastructure using the destination data, wherein each of the plurality of restricted locations is not capable of stopping the vehicle; determining a transfer location based on the plurality of restricted locations and the passenger data, wherein the transfer location is a location where a passenger will transfer between the vehicle and a pedestrian location external to the vehicle; and In response to determining the transfer location, the vehicle is commanded to perform a control action.

2. The method according to claim 1, further comprising: The plurality of restricted locations are filtered out to determine a plurality of available stop segments along the infrastructure, wherein the control action instructs a user interface of the vehicle to display the transfer locations on a map.

3. The method according to claim 2, further comprising: A time required for the passenger to transfer between the vehicle and a pedestrian location outside the vehicle is determined.

4. The method according to claim 3, further comprising: Determine the optimal transfer point without restrictions.

5. The method according to claim 4, further comprising: A midpoint of a length of each of the plurality of available stop segments is determined.

6. The method according to claim 5, further comprising: A length of each of the plurality of available stop segments is determined.

7. The method according to claim 6, further comprising: The road segments whose length is less than a predetermined length threshold are filtered out to determine a plurality of feasible stop segments.

8. The method according to claim 7, further comprising: A distance from a midpoint of the length of each of the plurality of feasible stop segments to the unrestricted optimal transfer point is determined to determine a plurality of route segment distances.

9. The method according to claim 8, further comprising: For each of the plurality of feasible stop segments, a probability that the plurality of feasible stop segments are available when the vehicle arrives at a corresponding stop segment of the plurality of feasible stop segments is determined to determine a plurality of available probabilities.

10. The method according to claim 9, further comprising: The plurality of feasible stop segments are ranked based on a ratio between a distance from a midpoint of a length of each of the plurality of feasible stop segments to the unrestricted optimal transfer point and a probability that the plurality of feasible stop segments are available when the vehicle arrives at a corresponding stop segment of the plurality of feasible stop segments.

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