Rest-facilitating automated vehicle operation

Abstract

A method for operating a vehicle includes entering a rest mode and changing at least one vehicle condition to facilitate rest. The method identifies a body position of a first occupant and determines a first body vector from the body position to a first vehicle reference point. The method determines a route of travel configured to minimize at least one rest disturbing factor based at least in part on the first body vector, and initiates the determined route of travel.

Description

TECHNICAL FIELD

[0001] The present invention relates to autonomous and semi-autonomous vehicle operation, and more specifically, to methods of automatically operating a vehicle in a manner that facilitates rest for at least one passenger. BACKGROUND

[0002] It is common for one or more vehicle passengers to sleep or rest for a majority of the time of a long trip. Certain vehicle conditions and operations are contrary to providing rest conditions while effectively performing standard vehicle operations. For example, interior lighting is not conducive to rest, but operating the vehicle can require a minimum level of interior lighting.

[0003] As autonomous and semi-autonomous vehicle operation becomes more prevalent, greater automatic control can be exerted over vehicle conditions and operations, and less manual control is required. In some cases, this can allow for better conditioning of conditions for passenger rest without including operational control of the vehicle.

[0004] Accordingly, it is desirable to provide a system that is capable of operating a vehicle in a manner that facilitates rest for one or more passengers without compromising primary vehicle operation. SUMMARY

[0005] In an example embodiment, a method for operating a vehicle includes entering a rest mode and changing at least one vehicle condition to be more conducive to rest. The method identifies a body position of a first passenger and determines a first body vector from the body position to a first vehicle reference point. The method determines a travel route configured to minimize at least one rest disturbance factor based at least in part on the first body vector and initiates the determined travel route.

[0006] In addition to one or more of the features described herein, the body position is a center of a forehead and the vehicle reference point is a position on a headrest.

[0007] In addition to one or more of the features described herein, the method further includes identifying a body position of a second passenger and determining a second body vector from the body position of the second passenger to a second vehicle reference point.

[0008] In addition to one or more of the features described herein, determining the travel route includes identifying a plurality of potential travel routes, identifying an estimated force vector for each turn of each potential travel route of the plurality of potential travel routes, and selecting the travel route from the plurality of potential travel routes based at least in part on a total opposing force vector between the force vector of each potential travel route and the first body vector.

[0009] In addition to one or more of the features described herein, the total opposing force vector of each potential route discounts all force vectors that are below a threshold magnitude. In addition to one or more of the features described herein, the total opposing force vector of each potential route discounts all force vectors that are below a threshold magnitude.

[0010] In addition to one or more of the features described herein, the threshold magnitude is a static threshold value stored in a memory of the vehicle.

[0011] In addition to one or more of the features described herein, the threshold magnitude is a dynamic threshold value dependent at least in part on a magnitude of the first body vector.

[0012] In addition to one or more of the features described herein, selecting the route is based at least in part on one or more of an expected average speed of each potential route, an expected average roughness of each potential route, an expected noise level of each potential route, and an expected travel consistency of each potential route.

[0013] In addition to one or more of the features described herein, changing the at least one vehicle condition includes at least one of changing a vehicle interior lighting, changing a vehicle interior volume, changing a vehicle speed, and changing an aggressiveness of at least one automated vehicle system.

[0014] In addition to one or more of the features described herein, changing the interior volume includes at least one of reducing an audio output volume, playing white noise, and actively canceling external noise.

[0015] In addition to one or more of the features described herein, changing the at least one vehicle condition further includes communicating with at least one third-party device, thereby causing the at least one third-party device to change a third-party device setting.

[0016] In addition to one or more of the features described herein, determining the travel route further includes identifying a target arrival time, and wherein the travel route maximizes an expected travel time while completing the travel route prior to the target arrival time.

[0017] In addition to one or more of the features described herein, the method further includes receiving at least one additional vehicle condition change from the first passenger, and storing the at least one additional vehicle condition change in the memory such that subsequent iterations of the method apply the at least one additional vehicle condition.

[0018] In addition to one or more of the features described herein, the method further includes determining a unique identity of the first passenger, and wherein changing the at least one vehicle condition to favor rest includes determining a rest mode setting of the first passenger using the unique identity of the first passenger, and applying the rest mode setting of the first passenger to the vehicle.

[0019] In addition to one or more of the features described herein, determining the travel route based at least in part on the first body vector includes identifying a plurality of potential travel routes, calculating a rest score for each potential travel route, and selecting the potential travel route having the best rest score as the travel route.

[0020] In another example embodiment, a vehicle includes a controller having at least one automatic vehicle operation system configured to cause the controller to perform a method including entering a rest mode and changing at least one vehicle condition to be more conducive to rest, identifying a body position of a first passenger and determining a first body vector from the body position to a first vehicle reference point, determining a travel route configured to minimize at least one rest disruption factor based at least in part on the first body vector, and initiating the determined travel route.

[0021] In addition to one or more of the features described herein, the body position is a center of a forehead and the vehicle reference point is a position on a headrest.

[0022] In addition to one or more of the features described herein, determining the travel route includes identifying a plurality of potential travel routes, calculating a rest score for each potential travel route, and selecting the potential travel route having the best rest score as the travel route.

[0023] In addition to one or more of the features described herein, determining the travel route includes identifying a plurality of potential travel routes and identifying an estimated force vector for each turn of each of the plurality of potential travel routes, and selecting the travel route from the plurality of potential travel routes based at least in part on a total counter force between the force vectors of the route and the first body vector.

[0024] In addition to one or more of the features described herein, the total counter force vector of each potential travel route discounts all force vectors that are below a threshold magnitude.

[0025] The above features and advantages of the present disclosure, and other features and advantages, will become apparent to those skilled in the art from the following detailed description, which, when taken in conjunction with the drawings, discloses various embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0026] Other features, aspects, and details of the present disclosure will become apparent from the following detailed description, the accompanying drawings, and the claims.

[0027] Figure 1 is a top view schematic of a motor vehicle including a control process configured to operate the vehicle in a rest-conducive manner;

[0028] Figure 2 depicts a high-level flowchart illustrating a control process for operating a vehicle in a rest-conducive manner;

[0029] Figure 3 depicts a set of two possible routes to a destination;

[0030] Figure 4 depicts a passenger resting within a vehicle;

[0031] Figure 5A and Figure 5B depicts a detailed example embodiment for operating a vehicle in a manner that facilitates rest;

[0032] Figure 6 depicts an example process for determining an average rest position for all passengers in a vehicle, according to an embodiment;

[0033] Figure 7 depicts an example process for determining a rest-ability score, according to an embodiment; and

[0034] Figure 8A and Figure 8B depicts an example process for determining whether a passenger is resting, according to an embodiment. DETAILED DESCRIPTION

[0035] The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

[0036] According to example embodiments, methods, devices, and systems are provided for identifying one or more resting passengers in a vehicle and responding to the identification by placing the vehicle in a rest mode. The rest mode changes physical conditions within the vehicle (e.g., reducing lighting and volume).

[0037] Further, the rest mode identifies a body position of the one or more vehicle passengers relative to a reference point within the vehicle. Based at least in part on a vector from the body position to the reference point, the vehicle determines a travel route configured to minimize rest disturbances by minimizing forces against the vector and minimizing external factors that can disturb rest.

[0038] As used throughout, a vehicle passenger is any person within the vehicle who is not actively operating the vehicle, and can include a passenger designated as an “operator” in a fully autonomous vehicle.

[0039] The embodiments described herein present a number of advantages and technical effects. These benefits and technical effects include increasing passenger comfort and rest, resulting in a more enjoyable travel experience.

[0040] The embodiments disclosed herein are not limited for use with any particular vehicle and can be applied to a variety of environments. For example, automatically monitoring passengers and entering a rest mode can be applied to other vehicle types, including buses and any similar free route public transportation vehicles (e.g., not limited to transportation vehicles that are scheduled to take a particular route), driver vehicles that include different passenger compartments, etc.

[0041] Figure 1 An embodiment of a motor vehicle 10 is shown that includes a vehicle body 12 that at least partially defines a passenger cabin 14. Within the passenger cabin 14 are at least two seats 16 upon which passengers can sit. A video camera 18 captures a field of view 20 that includes the two seats 16. While represented as a single video camera 18, it should be understood that the video camera 18 can include multiple distinct imaging devices that are disposed throughout the interior of the passenger cabin 14 and are capable of providing a panorama of each seat 16 and the respective passengers within the passenger cabin 14. In some implementations, the video camera represented by the video camera 18 includes one or more of each potential seat 16 within the field of view 20, including a seat for the vehicle operator.

[0042] The vehicle body 12 also supports various vehicle subsystems, including a propulsion system and other subsystems to support the functionality of the propulsion system and other vehicle components, such as a braking subsystem, a suspension subsystem, a steering subsystem, a fuel injection subsystem, an exhaust subsystem, etc.

[0043] The vehicle 10 also includes a vision system controller 22 that is communicatively connected to the video camera 18 and is capable of receiving and processing images produced by the video camera 18. In the illustrated embodiment, the vision system controller 22 is a separate controller that is connected to a general vehicle controller 24 that is capable of controlling various systems within the vehicle 10. In alternative embodiments, the vision system controller 22 can be one or more software modules within the general vehicle controller 24 and provide the same operations. In other embodiments, both the general vehicle controller 24 and the vision system controller 22 can be software modules that are spread across multiple distributed controllers, including overlapping controllers, that communicate with one another and operate in coordination.

[0044] The vision system controller 22 or the general vehicle controller 24 includes a rest optimization feature that identifies resting passengers and optimizes vehicle travel for the resting passengers. As used herein, "resting" includes sleeping, relaxing, and / or similar states.

[0045] With continued reference to Figure 1 the vehicle, Figure 2A high-level flowchart showing a control process for operating the vehicle 10 in a manner that facilitates rest is depicted. The control process can be engaged by one or both of the general controller 24 and the vision system controller 22. Initially, in a trigger rest mode step 210, the system detects that one or more passengers in the vehicle are resting and enters a rest mode of operation. This detection can be triggered by a manual vehicle operator input (such as through an infotainment screen input) or by image analysis that detects that one or more passengers are resting.

[0046] Once in the rest mode, the control process changes conditions within the vehicle 10 to be more rest facilitating in a change conditions step 220. The change in conditions makes the passenger cabin 14 more rest facilitating by dimming lights, reducing volume, raising or lowering shades, putting vehicle screens into dark mode, and / or any similar changes.

[0047] Reference is made to Figure 3 After the initial change in conditions has occurred, or while the change is being made, the process identifies potential routes from the current location 302 to the destination 304 in an identify potential routes step 230. In the illustrated example, a single alternate route 320 and a primary route 310 are identified, where the primary route 310 is the route 310 determined using the "standard" method and the alternate route 320 represents a less efficient route that achieves the same result (arrival at the destination 304). Each route 310, 320 includes one or more turns 312, 322 at which the vehicle 10 would adjust course if the route 310, 320 were implemented. In actual implementations, substantially more than two different routes are identified and utilized in the process.

[0048] Once each route 310, 320 is determined, a rest score is calculated for each route 310, 320 in a determine rest score step 240. For each route 310, 320, a number of factors that affect rest for passengers along the route are compiled into a total rest score. The rest score is a numerical value and allows the routes 310, 320 to be compared to determine the best route. In some examples, rest facilitating route features (such as low expected noise, consistent travel speed, minimal turns that jostle resting passengers, etc.) are given high scores and the highest rest score is the best. In alternative implementations, the rest score can be inverted, with highly disruptive features (such as construction zones, high frequency of starts and stops, many turns that jostle passengers) given high scores and the lowest rest score is the best.

[0049] In some embodiments, a factor in determining the rest score for each route is the number of turns that are opposite to the body vector of the resting passengers. Continuing with reference to Figures 1-3 , Figure 4Two example passengers 410, 420 are shown resting within respective vehicle seats 412, 422. Each vehicle seat 412, 422 includes a headrest 414, 424, and a respective reference point 416, 426 is defined on the headrest 414, 424.

[0050] Vectors 430, 432 are drawn from the reference points 416, 426 to the respective passengers 410, 420 using the vision system controller 22. In some examples, the vectors can be drawn from the reference points 416, 426 to the nearest location on the passenger's 410, 420 body. In other examples, the vectors 430, 432 are drawn from a particular body location (e.g., the center of the forehead, the ear, etc.) to the reference points 416, 426. The vectors 430, 432 are drawn relative to an arbitrary plane 440. The vectors 430, 432 are referred to as the body vectors of the passengers 410, 420. The body vectors 430, 432 are in turn used to calculate a rest score by comparing each body vector to the opposing vector generated by performing each turn 312, 322. The route with the greatest average force opposing the body vectors 430, 432 will have the worst rest score for the force vectors. In some examples, turns with force vectors below some threshold (e.g., gradual turns, or turns that approximately match the body vectors 430, 432) are discarded from the analysis, and only turns that have a substantial impact on rest are included.

[0051] In some alternative examples, the vehicle reference points 416, 424 can be locations that are not on the respective seats 412, 422. By way of example, the reference locations for the vehicle 10 can be from the center of the vehicle, the respective window locations on which the passengers 410, 420 rest their heads, or any similar location.

[0052] In some further examples, the score can be based at least in part on an expected average speed of each potential route 310, 320, an expected average roughness of each potential route, an expected noise level of each potential route, and an expected travel consistency of each potential route. As used herein, expected travel consistency refers to how frequently the vehicle 10 needs to start and stop along a route due to a variety of reasons including traffic flow, stop lights and signs, construction, etc.

[0053] Once the rest score is determined for each route, the best rest score is identified in the identify best route step 250, and the corresponding route is selected as the best route.

[0054] After the best route 310, 320 is selected, the selected route is initiated in the initiate travel step 260, and the process remains in the rest mode condition for the duration of the travel.

[0055] With continued reference to Figures 1-4 ,Figure 5A and 5B A detailed example process 500 is shown by which the general process of Figure 2 may be implemented. It will be appreciated that variations of the process 500 can be implemented while still falling within the scope of one or more embodiments of the processes described herein.

[0056] Initially, the journey begins at a journey start step 502 after which the passenger 410, 420 or operator inputs a journey route at an input journey route step 504. The journey route includes a destination and a required time of arrival. In examples where the operator manually enables the rest mode, the journey route can include additional preference inputs 506. Among other preferences, the preference inputs can include a preferred rest length, a preferred rest temperature, a preferred rest darkness, a preferred rest noise level, a preferred wake-up procedure, information about whether the passenger 410, 420 is a heavy sleeper or a light sleeper, etc.

[0057] After all preferences have been input and the journey route step 504 has been input, the vehicle 10 determines a route to the destination 304 by any conventional route determination and begins driving at a vehicle driving step 508. While the vehicle 10 is travelling, the process 500 continuously checks at a destination arrival check 510 to determine whether the destination has been reached.

[0058] In the event that the destination has been reached, the vehicle 10 ceases operation and the process ends at an end step 512.

[0059] In the event that the destination has not been reached, the process 500 checks in a manual rest mode check 514 to determine whether the rest mode has been manually entered. If no passenger has manually entered the rest mode, the process 500 continues with an automatic rest check 516 using automatic analysis to determine whether the passenger is resting. The automatic rest check 516 is performed using the automatic rest check sub-process 800, an example of which is shown in Figure 8A and 8B and can take into account inputs 520 of heart rate, respiration, body and head positioning, displacement and movement, and any other passenger factors that can be determined using image analysis from the camera 18.

[0060] In the event that the passenger is determined to be resting, the process 500 continues with a rest mode step 518 in which the rest mode is entered. The rest mode step 518 can include the provision of a rest environment to the passenger 410, 420, for example by adjusting the temperature, darkness, and noise level of the vehicle 10, and / or by providing a wake-up procedure to the passenger 410, 420. The rest mode step 518 can also include the provision of a rest environment to the passenger 410, 420, for example by adjusting the temperature, darkness, and noise level of the vehicle 10, and / or by providing a wake-up procedure to the passenger 410, 420. Figure 8A and 8BIn the example automatic rest check sub-process 800, the received inputs 520 are analyzed to determine whether the passenger 410, 420 is resting. The sub-process 800 includes a series of checks 802, 804, 806, 808, 810, 814 based on image analysis (checks 802, 804, 806, 808, 810) and based on other biometrics from available inputs 520 (checks 812, 814). The specific checks used in alternative embodiments can vary based on available sensor and monitoring inputs 520.

[0061] Initially, the sub-process 800 determines whether the passenger 410, 420 is closed-eyed in a closed-eye check 802. When the passenger 410, 420 is not closed-eyed, the passenger 410, 420 is determined not to be resting, and the sub-process 800 proceeds to a not resting determination 820.

[0062] When the passenger 410, 420 is closed-eyed, the sub-process 800 continues to determine whether the passenger 410, 420 reacts to a stimulus in a reaction check 804. If the passenger 410, 420 reacts to the stimulus, the reaction check 804 proceeds to the not resting determination 820.

[0063] If the passenger 410, 420 does not react to the stimulus, the sub-process 800 continues to analyze the image using a facial recognition process to determine whether the passenger 410, 420 has relaxed facial muscles in a relaxation check 806.

[0064] If the facial muscles are not relaxed, the relaxation check 806 proceeds to a heart rate check 812 in which the passenger’s 410, 420 heart rate is compared to a rest threshold. When the heart rate is above the rest threshold, the sub-process 800 proceeds to the not resting determination 820.

[0065] When the heart rate is at or below the rest threshold, the sub-process 800 proceeds to a rhythmic breathing check 814 in which the sub-process 800 determines whether the passenger 410, 420 is breathing at a rest rate. If the passenger is breathing faster than the rest rate, the process 800 proceeds to the not resting determination 820. Alternatively, if the passenger 410, 420 is breathing at the rest rate, the sub-process 800 determines that the passenger 410, 420 is resting in a rest determination 830.

[0066] Referring back to the facial relaxation check 806, when the sub-process determines that the facial muscles of the passenger 410, 420 are relaxed, the sub-process 800 continues to determine whether the entire body of the passenger 410, 420 is in a relaxed position in a relaxed position check 808. When the passenger 410, 420 is not in a relaxed position, the sub-process 800 proceeds to a heart rate check 812. When the passenger 410, 420 is in a relaxed position (e.g., head down, leaning against a window, etc.), the sub-process proceeds to a movement check 810. In the movement check 810, the sub-process determines whether the passenger 410, 420 has moved for longer than a threshold time. If the passenger 410, 420 has not moved, the sub-process proceeds to a rest determination 830. If the passenger has moved for longer than the threshold time, the sub-process 800 proceeds to the heart rate check 812.

[0067] When the automatic rest check 516 also does not identify any passengers as resting (no rest determination 820), the process 500 returns to the vehicle driving step 508, and the process 500 continues to loop.

[0068] When either the manual rest mode check 514 or the automatic rest check 516 indicates that one or more passengers 410, 420 are resting (rest determination 830), in a change at least one vehicle condition step 522, the process 500 adjusts the conditions in the passenger cabin 14 according to the additional preference input 506 and / or any default rest condition preferences. In some examples, the changes can include dimming the lights, applying window shades, adjusting the interior temperature, adjusting the position and firmness of the seats 412, 422, playing white noise, active noise cancellation, placing the vehicle screens and / or third party device screens in dark mode, changing the volume of at least one third party device, and any or all of using a massaging seat. In alternative examples, any additional changes to the passenger cabin 14 experience can be implemented in this step 522. As used herein, a third party device is any device that is separate from the vehicle 10 and in communication therewith. By way of example, the third party devices can include phones, tablets, and / or other smart devices that are connected to the vehicle infotainment system.

[0069] After changing the conditions in the passenger cabin 14, the process adjusts the automatic acceleration and deceleration curves of the current operating mode in an adjust acceleration / deceleration step 524. To improve rest conditions, the process 500 reduces the acceleration and deceleration, thereby smoothing the transitions between speeds as the vehicle 10 travels. The acceleration and deceleration are referred to as the acceleration profile of the vehicle 10. In some examples, the process 500 likewise adjusts the aggressiveness profile in step 524 by changing how aggressively the vehicle 10 approaches or maneuvers around turns and obstacles.

[0070] When the acceleration profile has been set at step 524, the process 500 proceeds to identifying the rest body position of each passenger 410, 420 resting in the identifying rest body position step 526. The specific rest body position detection can be performed using any combination of body position inputs 527, including image feeds from the camera 18 system, passenger detection systems (such as weight sensors in the vehicle seats 412, 422), position sensors configured to detect the position of the vehicle seats 412, 422, passenger cabin motion sensors 14, and / or any similar inputs.

[0071] Once the body positions are identified, the process 500 uses the average rest position sub-process 600 (as shown in Figure 6 FIG. 6) within the process 500. Within the sub-process 600, in the identifying body vector step 610, a body vector 430, 432 is identified for each resting passenger 410, 420 based on the rest body position identified at step 526. In the example sub-process 600 shown, each body vector is defined from the vehicle reference point 416, 426 (origin) and the top of the head of the respective passenger 410, 420. Then, in the averaging body vector step 620, the determined body vectors are averaged to provide a single average body vector for use in the upcoming rest capacity score sub-process 700 (as shown in Figure 7 FIG. 7).

[0072] The determined average body vector is provided to the first iteration of the rest capacity score sub-process 700, with the rest capacity score for the route determined at step 504 as input 710.

[0073] Throughout the iterations of the rest capacity score sub-process 700, the controller 22, 24 operating the sub-process 700 receives crowd-sourced data 712 from an external database. The crowd-sourced data 712 can be retrieved during each iteration of the rest capacity score sub-process 700 when a wireless data connection (such as cellular data) is available. Alternatively, the crowd-sourced data 712 can be retrieved prior to the start of the trip (step 508) and stored in one or more local memories of the vehicle 10. The database can include any standard database as well as specialized databases, including Department of Transportation building databases, emergency services location databases, hospital databases, and the like.

[0074] Initially, in a determine ambient noise step 720, the resting capacity score subprocess 700 identifies the expected number and severity of potential high ambient noise areas that will be traversed, as well as the duration that the route will pass through or transit each such area. For example, these areas may include construction zones, dense urban populations, police, fire, or other emergency response stations, sports stadiums, and / or any other areas expected to have high levels of ambient noise. Each area is assigned a numerical value, multiplied by the time spent in that area, and the resulting values ​​are summed to form the ambient noise for route variable 722 (variable "A").

[0075] Next, in a determine road noise step 730 , the resting capability score sub-process 700 identifies the number and severity of expected high road noise areas and the duration of time the route will traverse each such area. For example, high road noise areas may include moderately to severely degraded road sections, bridges, railroad tracks, and / or other structural features known to contribute to high levels of road noise. Each area is assigned a numerical value, multiplied by the time spent in the area, and the resulting values ​​are summed to form the expected road noise for the route variable 732 (variable "B").

[0076] Additionally, the resting capacity score subprocess 700 identifies the number and severity of areas with expected high levels of confounding noise in a determine confounding noise step 740. The confounding noise category captures any expected noise areas not included in the previous two categories, and a numerical value is assigned to each area, multiplied by the time in that area, and the resulting values ​​are summed to form an expected confounding noise variable 742 (variable "C").

[0077] After determining the expected noise-based disturbances (steps 720, 730, 740), in a determine average countervector step 750, the resting capability score subprocess 700 identifies the number and severity of areas with high passenger motion potential in the direction opposite to the average body vector of the resting passengers 410, 420. For example, this may include sharp up / down ramps, sharp turns, uphill or bumpy roads, or other high motion potential areas. In this process, the force opposing the corresponding body vector for each high passenger motion area and the time in each area are used to generate an average counterforce vector variable 752 (variable "D").

[0078] After determining each of the variables 722, 732, 742, 752, an overall resting ability score for the route is determined at a score determination step 760 according to the following formula:

[0079] Resting capacity score = 1-[2*A+B+C+5*D] / [trip length]

[0080] In the example formula, the high ambient noise variable 722 is applied a weight factor of 2, and the average resistance vector variable 752 is assigned a weight factor of 5, representing the expected impact of this variable on the route rest ability. In alternative examples, where the vehicle 10 can include more features (such as active noise cancellation), the weights can be adjusted to emphasize or de-emphasize particular variables.

[0081] Additionally, in some alternatives, additional variables related to rest disruption can be used in place of or in addition to the variables 722, 732, 742, 752 described here.

[0082] The resulting rest ability score is output to the process 500, and the process 500 continues with the alternative route available check 528. If one or more alternative routes are available, the check 528 returns yes, and the rest ability score sub-process 700 is used to process the alternative routes. Thereafter, a rest ability comparison check 530 is applied to determine if any of the alternative routes have a higher rest ability score than the initial route 310.

[0083] When any of the alternative routes have a higher rest ability score than the initial route, the process 500 determines which alternative route has the highest rest ability score in a rest ability score comparison step 532. The route with the highest rest ability score is set as the new route, and the vehicle continues to travel along the new route.

[0084] After step 532 is completed, or when the alternative route available check 528 returns no, the process 500 proceeds to a change body position check 534. In the change body position check 534, the process determines whether any of the passengers have substantially changed their body position by comparing the current body vectors 430, 432 to the stored body vectors used to perform the process 500. When the vectors differ by more than a threshold magnitude, it is determined that one or more of the passengers 410, 420 have substantially moved position, and the process returns to using the average rest position sub-process 600 to find an average rest position.

[0085] When none of the passengers 410, 420 have substantially changed their body position, the process 500 determines whether the vehicle 10 is expected to arrive within the user-set time preference from the input trip route step 504 at an arrival time check 536. If the arrival time is not within the user-defined preference, the process 500 discards the current route 310, 320 and returns to the alternative route available check 528.

[0086] When the vehicle 10 is expected to arrive within the user-set time preference, the process allows the vehicle 10 to continue along the route and disengage the rest mode at the set time by the passenger 410, 420 in the set route step 504, or once the destination has been reached, disengage the rest mode in the disengage rest mode step 538 at the set time before reaching the destination. Thereafter, the process 500 returns to the destination arrival check 510.

[0087] While FIGS. 5-8 describe one potential implementation, it should be understood that variations can be made to the process 500 and its related sub-processes 600, 700, 800 while still falling within the scope of the present disclosure.

[0088] The terms“a” and“an” do not denote a limitation of quantity, but rather denote the presence of at least one of the referenced items. The term“or” means“and / or” unless clearly indicated otherwise. The reference in this specification to“an aspect” means that a particular element described in connection with the aspect is included in at least one aspect described herein and can or can not be included in other aspects. Also, it is to be understood that the described elements can be combined in any suitable manner in the various aspects.

[0089] When an element such as a layer, film, region, or substrate is referred to as being“on” another element, it can be directly on the other element or intervening elements can also be present. In contrast, when an element is referred to as being“directly on” another element, there are no intervening elements present.

[0090] Unless specified to the contrary, all test standards are the most recent standard in effect as of the filing date of this application or, if priority is claimed, the filing date of the earliest priority application in which the test standard appears.

[0091] Unless defined otherwise, technical and scientific terms used herein have the same meaning as is commonly understood by one of skill in the art to which this disclosure belongs.

[0092] While the foregoing disclosure has described exemplary embodiments, one of skill in the art will understand that various changes can be made therein without departing from the scope of the disclosure and equivalents can be substituted therefor. In addition, many modifications can be made to adapt a particular situation or material to the teachings of the disclosure without departing from the central scope thereof. Therefore, it is intended that the disclosure not be limited to the particular embodiments disclosed, but will include all embodiments falling within the scope of the disclosure.

Claims

1. A method for operating a vehicle, comprising: Entering rest mode and changing at least one vehicle condition to be more conducive to rest; identifying a body position of a first passenger and determining a first body vector from the body position to a first vehicle reference point; determining a travel route configured to minimize at least one rest-disrupting factor based at least in part on the first body vector; and The determined travel route is started.

2. The method of claim 1, wherein, The body location is the center of the forehead, and the vehicle reference point is a location on the headrest. 3 . The method of claim 1 , further comprising identifying a body position of a second passenger and determining a second body vector from the body position of the second passenger to a second vehicle reference point.

4. The method of claim 1, wherein, Determining the travel route includes identifying a plurality of potential travel routes, identifying an estimated force vector for each turn of each potential travel route in the plurality of potential travel routes, and selecting the travel route from the plurality of potential travel routes based at least in part on a total opposing force vector between the force vector of each potential travel route and a first body vector, and optionally, wherein the total opposing force vector for each potential travel route discounts all force vectors that are below a threshold magnitude.

5. The method of claim 4, wherein, The travel routes are selected based at least in part on one or more of an expected average speed for each potential route, an expected average roughness for each potential route, an expected noise level for each potential route, and an expected consistency of travel for each potential route.

6. The method of claim 1, wherein, Changing at least one vehicle condition includes at least one of changing vehicle interior lighting, changing vehicle interior volume, changing vehicle speed, and changing the aggressiveness of at least one automated vehicle system, and optionally, wherein changing at least one vehicle condition also includes communicating with at least one third-party device, thereby causing the at least one third-party device to change a third-party device setting.

7. The method of claim 6, wherein, Changing the internal volume includes at least one of lowering an audio output volume, playing white noise, and actively canceling external noise.

8. The method of claim 1, wherein, Determining the travel route further includes identifying a target arrival time, and wherein the determined travel route maximizes the expected travel time while completing the determined travel route before the target arrival time.

9. The method of claim 1 , further comprising receiving at least one additional vehicle condition change from the first passenger and storing the at least one additional vehicle condition change in a memory such that subsequent iterations of the method apply the at least one additional vehicle condition; and A unique identity of a first passenger is determined, and wherein changing the at least one vehicle condition to be more conducive to rest includes determining a rest mode setting for the first passenger using the unique identity of the first passenger and applying the rest mode setting for the first passenger to the vehicle.

10. The method of claim 1, wherein, Determining the travel route configured to minimize at least one rest disruption factor based at least in part on the first body vector includes identifying a plurality of potential travel routes, calculating a rest score for each potential travel route, and selecting the potential travel route having the best rest score as the determined travel route.

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