Intelligent vehicle system and control logic with virtual insection vibration belt functionality for intelligent traffic management

Abstract

An intelligent vehicle system having control logic providing virtual insection vibration belt functionality, a method for making / using such a system, and a vehicle equipped with such a system are presented. A method of operating a vehicle includes a vehicle controller wirelessly receiving location data indicative of a real-time location of the vehicle and then retrieving geo-location data associated with the real-time location of the vehicle and including a virtual insection shake zone. The vehicle controller then determines a virtual characteristic set defining a series of virtual insection vibration bands within the virtual insection vibration band region, and at the same time determines a sequence of haptic cues that simulates the virtual insection vibration bands. The vehicle controller detects when the real-time position of the vehicle enters the virtual insection vibration zone; the controller responsively commands the haptic feedback system to generate a sequence of haptic cues perceivable by an occupant of the vehicle when it is detected that the vehicle enters the virtual insection vibration zone.

Description

[0001] introduction Technical Field

[0002] This disclosure generally relates to motor vehicles with automated driver feedback systems. More specifically, aspects of this disclosure relate to intelligent vehicles with adaptive control systems that provide haptic-based driver feedback features. Background Technology

[0003] Currently manufactured motor vehicles (such as Hyundai cars) can be equipped with networks of onboard electronics that provide automated driving capabilities to optimize the driver experience. For example, one of the most identifiable types of automated driving features in automotive applications is cruise control. Cruise control allows the vehicle operator to set a specific vehicle speed and enables the onboard computer system to maintain that speed when the driver does not operate the accelerator or brake pedal. Next-generation adaptive cruise control (ACC) is an automated driving feature that adjusts the vehicle speed while simultaneously managing headway spacing between the host vehicle and the “target” vehicle ahead. Another type of automated driving feature is collision avoidance systems (CAS), which detect impending collisions and warn the driver while also autonomously taking preventative actions, such as steering or braking without driver input. Intelligent Parking Assist Systems (IPAS), lane detection and automated steering (“Auto Steer”) systems, Electronic Stability Control (ESC) systems, and other advanced driver assistance systems (ADAS) are also available on many modern cars.

[0004] As vehicle processing, communication, and sensing capabilities continue to improve, manufacturers will persist in providing more automated driving capabilities, hoping to produce fully autonomous "self-driving" vehicles capable of operating among heterogeneous vehicle types in urban and rural scenarios. Original equipment manufacturers (OEMs) are moving towards "talking" vehicles with higher levels of driving automation in vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) scenarios, employing intelligent control systems to enable vehicle routing in conjunction with steering, lane changes, and scenario planning. Automated path planning systems utilize vehicle state and dynamics sensors, geolocation information, map and road condition data, and path prediction algorithms to provide route derivation with automated lane centering and lane change prediction. Summary of the Invention

[0005] The following describes an intelligent vehicle system with control logic providing virtual toothed vibration strip characteristics for intelligent traffic management, methods for manufacturing such a system, methods for operating such a system, and a motor vehicle equipped with such a system. Intelligent Traffic Management (ITM) systems are context-aware solutions that combine sensor, telecommunications, and information technologies to improve traffic and vehicle travel time. Intelligent traffic management around sensitive driving areas (e.g., schools, hospitals, construction zones, etc.) during critical times (e.g., the start / end of school days, shift changes, peak hours, etc.) or during atypical conditions (e.g., severe weather, road debris, etc.) can help mitigate unwanted interactions between moving vehicles and between vehicles and pedestrians. Vehicle speed regulation around such sensitive areas is a key aspect of effective traffic management. Traditional traffic management systems use fixed and portable hardware to regulate vehicle speed and provide driver alerts. For example, portable traffic management hardware may include traffic cones, movable signs, traffic barriers, etc., which can be manually installed and later removed as needed to regulate vehicle movement around and through sensitive driving areas. Fixed traffic management hardware can include permanent traffic signals that regulate vehicular traffic across road intersections, crosswalk signals that regulate pedestrian traffic across road intersections, and speed limit signs that control vehicle speed. A drawback of traditional traffic management systems is the time and cost associated with installing and maintaining the necessary traffic management tools. Furthermore, traditional traffic management systems cannot adapt to constantly changing driving conditions in real time.

[0006] The following discusses wirelessly enabled intelligent vehicles that combine in-vehicle haptic units with real-time location and weather data, vehicle telemetry and dynamics data, time / date data, etc., to provide driver alert features designed to adjust vehicle speed, for example, in critical times or in sensitive driving areas during atypical conditions. In one example, the host vehicle wirelessly communicates with an ITM system to retrieve geospatial data containing geofenced target areas that delineate speed-limited zones. When the host vehicle enters such a target area, a residing ADAS control module activates one or more driver-seat-mounted haptic transducers to mimic a speed-reducing toothed vibration strip. The output of the haptic transducers(s) can be actively controlled, for example, using pulse width modulation (PWM) techniques to actively modify the haptic pulse intensity, frequency, and duration to simulate the virtual depth, width, and / or density of a toothed vibration strip.

[0007] The simulated toothed vibration strip can be created when vehicle operation is deemed inconsistent with ITM instructions and can persist until the vehicle operation is determined to be consistent with these instructions. Physical toothed vibration strips have been developed to provide a vibrational sensation to the driver and occupants when the vehicle is operated in a manner inconsistent with prescribed operating instructions (e.g., the main vehicle exceeds the speed limit in a school zone, veering off suddenly from the road shoulder, etc.). Drivers experiencing the vibration sensation induced by the physical toothed vibration strip can become accustomed to adjusting their vehicle operation to alleviate this sensation. The intelligent vehicle system proposed in this paper can help provide timely intervention in a targeted manner, thereby assisting in traffic flow management by leveraging driver conditioned reflexes.

[0008] This disclosure relates to intelligent vehicle control systems, memory-stored vehicle control protocols, and vehicle control logic for providing virtual toothed vibration strip functionality. In one example, a method for operating a motor vehicle is proposed, the vehicle having a vehicle body, a passenger compartment within the vehicle body, and a haptic feedback system having one or more haptic feedback devices within the vehicle body. This representative method, in any order and in any combination with any of the options and features disclosed above and below, includes, for example, receiving location data indicating the real-time location of a vehicle via a short-range or long-range wireless communication device via a network of resident or remote microcontrollers, control modules, logic devices, or controllers / modules / devices (collectively, the “Controller”); for example, retrieving geographic location data associated with the real-time location of the vehicle and containing virtual toothed vibration stripe areas from an ITM system server or remote host service from the vehicle controller; for example, locating, receiving, or calculating (collectively, the “Determining”) a set of virtual characteristics that defines a series of virtual toothed vibration stripe patterns within the virtual toothed vibration stripe areas from the vehicle controller; for example, determining, based on the set of virtual characteristics, a sequence of tactile cues that can be perceived by the occupants of the motor vehicle and is designed to simulate virtual toothed vibration stripe patterns within the virtual toothed vibration stripe areas from the vehicle controller; for example, using the received location data to detect when the real-time vehicle location is within the virtual toothed vibration stripe areas from the vehicle controller; and for example, in response to determining that the real-time vehicle location is within the virtual toothed vibration stripe areas from the vehicle controller, commanding a tactile feedback system to generate a sequence of tactile cues from the vehicle controller.

[0009] This disclosure also relates to a computer-readable medium (CRM) containing controller-executable instructions for performing virtual toothed vibration strip features via a host motor vehicle. In one example, a non-transitory CRM stores instructions executable by one or more processors of a vehicle controller of the motor vehicle. The instructions stored in the CRM, when executed by the processor(s), cause the vehicle controller to perform operations including: receiving location data indicating the real-time vehicle position via a wireless communication device; retrieving geographic location data associated with the real-time vehicle position and containing a virtual toothed vibration strip area; determining a set of virtual characteristics defining a series of virtual toothed vibration strips within the virtual toothed vibration strip area; determining a sequence of tactile cues configured to simulate virtual toothed vibration strips within the virtual toothed vibration strip area based on the set of virtual characteristics; detecting when the real-time vehicle position is within the virtual toothed vibration strip area; and, in response to the real-time vehicle position being within the virtual toothed vibration strip area, commanding a tactile feedback system to generate a sequence of tactile cues perceptible to the occupants of the motor vehicle.

[0010] Additional aspects of this disclosure relate to motor vehicles equipped with an occupant feedback control system for providing virtual toothed vibration strip functionality. As used herein, the terms "vehicle" and "motor vehicle" are used interchangeably and synonymously to include any relevant vehicle platform, such as passenger vehicles, commercial vehicles, industrial vehicles, off-road and all-terrain vehicles (ATVs), motorcycles, agricultural equipment, boats, aircraft, etc. In one example, a motor vehicle includes a vehicle body with a passenger compartment, multiple wheels mounted to the vehicle body (e.g., via corner modules coupled to a unibody or body-on-frame chassis), and other standard original equipment. A prime mover (which may have the characteristics of a traction motor and / or internal combustion engine assembly) is located within the vehicle body and drives the wheels(s) to propel the vehicle. Also attached to the vehicle body are wireless communication devices and a haptic feedback system, which includes one or more haptic devices located within the vehicle's passenger compartment.

[0011] Continuing with the aforementioned example, the vehicle is also equipped with a parked or remote vehicle controller programmed to wirelessly receive location data indicating the vehicle's real-time position. The vehicle controller simultaneously retrieves geolocation data associated with the vehicle's real-time position and includes data defining one or more virtual toothed vibration zones near and / or ahead of the vehicle. The vehicle controller then determines a set of virtual characteristics that defines a series of virtual toothed vibration zones within each virtual toothed vibration zone. From the virtual characteristic set data, the controller determines a sequence of tactile cues that can be perceived by the vehicle's occupants and designed to simulate the virtual toothed vibration zones. The vehicle controller detects when the vehicle's real-time position enters a virtual toothed vibration zone; when the vehicle enters a virtual toothed vibration zone, the controller responsively commands the tactile feedback system to generate a sequence of tactile cues, for example, to alert the driver to reduce vehicle speed and / or modify the vehicle's trajectory.

[0012] For any disclosed vehicle, method, and CRM, each virtual feature set contains data defining the digital depth, width, and / or density of a virtual toothed vibration strip; the corresponding haptic cue sequence can be configured to physically simulate the digital depth, width, and / or density of the virtual toothed vibration strip. As used herein, the term "virtual toothed vibration strip" can be characterized as an intangible digital construct lacking any physical structure. As a further option, the vehicle controller can determine a series of pulse width modulation (PWM) signals based on the virtual feature set that defines the series of virtual toothed vibration strips. In this example, each PWM signal can correspond to a specific haptic cue in the haptic cue sequence. These PWM signals can define the duty cycle of the haptic cue sequence, including the intensity, duration, and / or frequency of the haptic cue.

[0013] For any disclosed vehicle, method, and CRM, the geolocation data retrieved by the controller may include data defining multiple discrete virtual tread vibration zones near and / or ahead of the host vehicle. In this example, each virtual tread vibration zone may correspond to a different set of virtual characteristics defining a different series of virtual tread vibration zones; thus, the vehicle controller can determine different sequences of tactile cues for the corresponding series of virtual tread vibration zones within each virtual tread vibration zone. As an alternative, the vehicle's wireless communication device may include an onboard Global Positioning System (GPS) transceiver, and the location data may include a four-dimensional (4D) spatiotemporal coordinate set. Furthermore, the geolocation data may define each virtual tread vibration zone as a corresponding geofenced surface area of ​​a road segment near and / or ahead of the real-time vehicle location. The vehicle controller may wirelessly receive geolocation data from an intelligent traffic management system, a central vehicle service system, or an open-source map database. Alternatively, the geolocation data may be retrieved from resident memory or from a resident vehicle navigation system.

[0014] For any disclosed vehicle, method, and CRM, the vehicle controller can determine a set of vehicle characteristics specific to the “host” vehicle; the controller can then adjust the tactile cue sequence simulating the virtual toothed vibration strip based on the vehicle characteristic set. In this example, the vehicle characteristic set may include data specifying the vehicle powertrain type, vehicle curb weight, vehicle wheelbase, and / or host vehicle-specific vehicle brand / model / trim. Alternatively, the vehicle controller can determine driving variable data indicative of the real-time driving characteristics of the motor vehicle; the controller can then adjust the tactile cue sequence simulating the virtual toothed vibration strip based on the driving variable data. In this example, the driving variable data may include real-time vehicle dynamics data, real-time vehicle telemetry data, real-time traffic data, and / or real-time driving condition data.

[0015] For any disclosed vehicle, method, and CRM, the haptic feedback system may include a network of haptic feedback units, including a first (left) haptic device positioned near a first (left) side of the occupant and a second (right) haptic device positioned near a second (right) side of the occupant. In this example, a virtual feature set may indicate that a virtual toothed vibration stripe area and a corresponding toothed vibration stripe are located on the left (or right) side of the host vehicle. The vehicle controller may responsively command the left (or right) haptic device to generate a sequence of haptic cues to simulate the virtual toothed vibration stripe on the left (or right) side of the vehicle. As a further option, the vehicle may include one or more vehicle seats, each installed inside the passenger compartment and designed for occupants to sit on. In this example, the left and right haptic devices may be packaged in the port and starboard sides of the seat back or seat bottom, respectively.

[0016] The present disclosure provides the following embodiments.

[0017] 1. A method for operating a motor vehicle having a vehicle body and a haptic feedback system attached to the vehicle body, the method comprising: Location data indicating the real-time vehicle position of the motor vehicle is received via the vehicle controller and the vehicle's wireless communication device. Geographical location data associated with the real-time vehicle location and including the virtual toothed vibration zone is retrieved via the vehicle controller of the motor vehicle; The vehicle controller defines the set of virtual characteristics for the virtual toothed vibration band series within the virtual toothed vibration band region. The tactile cue sequence of the virtual toothed vibration zone within the simulated virtual toothed vibration zone is determined by the vehicle controller based on the virtual feature set; The vehicle controller uses received position data to detect when the real-time vehicle position is within the virtual toothed vibration zone; and In response to determining that the real-time vehicle position is within the virtual toothed vibration zone, the vehicle controller commands the tactile feedback system to generate a sequence of tactile cues that can be perceived by the occupants of the vehicle.

[0018] 2. The method according to Embodiment 1, wherein the virtual feature set defines the digital depth, width and / or density of the virtual toothed vibration strip, and the haptic cue sequence is configured to simulate the digital depth, width and / or density of the virtual toothed vibration strip.

[0019] 3. The method according to Embodiment 1 further includes determining a pulse width modulation (PWM) signal series based on a virtual characteristic set that defines a series of virtual toothed vibration bands, wherein each PWM signal in the PWM signal series corresponds to a corresponding haptic cue in a haptic cue sequence.

[0020] 4. The method according to Embodiment 3, wherein the PWM signal defines the duty cycle of the haptic cue sequence, the duty cycle including the intensity, duration and / or frequency of the haptic cue.

[0021] 5. The method according to Embodiment 1, wherein the virtual toothed vibration zone includes multiple discrete virtual toothed vibration zones, the virtual characteristic set includes multiple different virtual characteristic sets, each virtual characteristic set corresponds to a corresponding virtual toothed vibration zone in the virtual toothed vibration zone, and the tactile cue sequence includes multiple different tactile cue sequences, each tactile cue sequence corresponds to a corresponding virtual toothed vibration zone series of one of the virtual toothed vibration zones.

[0022] 6. The method according to Example 1 further includes: Determine a set of vehicle characteristics specific to the motor vehicle; and The tactile cue sequence of the simulated virtual toothed vibration strip is adjusted based on the vehicle characteristic set.

[0023] 7. The method according to Example 6, wherein the vehicle characteristic set includes vehicle powertrain type, vehicle curb weight, vehicle wheelbase and / or vehicle brand / model.

[0024] 8. The method according to Example 1 further includes: Receive driving variable data indicating the real-time driving characteristics of the motor vehicle; and The tactile cue sequence of the simulated virtual toothed vibration strip is adjusted based on driving variable data.

[0025] 9. The method according to Example 8, wherein the driving variable data includes real-time vehicle dynamics data, real-time vehicle telemetry data, real-time traffic data and / or real-time driving condition data.

[0026] 10. The method according to Embodiment 1, wherein the wireless communication device includes a Global Positioning System (GPS) transceiver, the location data includes a four-dimensional (4D) spatiotemporal coordinate set, and the geographic location data defines the virtual toothed vibration zone as a geofence surface area of ​​a road segment near the real-time vehicle location.

[0027] 11. The method according to Embodiment 1, wherein the tactile feedback system includes a first tactile device and a second tactile device respectively located near a first side and a second side of the occupant, a virtual feature set indicating that a virtual toothed vibration strip is located on the first side of the motor vehicle, and a vehicle controller commands the first tactile device to generate a tactile cue sequence to simulate the virtual toothed vibration strip on the first side of the motor vehicle.

[0028] 12. The method according to embodiment 11, wherein the motor vehicle includes a vehicle seat installed inside the passenger compartment of the motor vehicle and for seating passengers thereon, and the first tactile device and the second tactile device are respectively packaged on the port side and starboard side of the vehicle seat.

[0029] 13. The method according to embodiment 1, wherein the geographic location data of the virtual toothed vibration zone is received from the Intelligent Traffic Management (ITM) system via a wireless communication device by the vehicle controller.

[0030] 14. A non-transitory computer-readable medium storing instructions executable by one or more processors of a vehicle controller of a motor vehicle, the motor vehicle including a vehicle body and a haptic feedback system attached to the vehicle body, the instructions causing the vehicle controller to perform operations when executed by the one or more processors, the operations including: Location data indicating the real-time vehicle position of the motor vehicle is received via a wireless communication device; Retrieve geographic location data that is associated with real-time vehicle location and includes virtual toothed vibration zone areas; The set of virtual characteristics for the virtual tooth vibration zone series within the virtual tooth vibration zone region was defined. The tactile cue sequence of the virtual toothed vibration zone, configured to simulate the virtual toothed vibration zone area, is determined based on the virtual feature set. Detecting when the real-time vehicle position is within the virtual toothed vibration zone; and In response to the real-time vehicle position being within the virtual toothed vibration zone, the tactile feedback system is commanded to generate a sequence of tactile cues that can be perceived by the occupants of the vehicle.

[0031] 15. A motor vehicle, comprising: The main body of the vehicle has a passenger compartment; Multiple wheels attached to the main body of the vehicle; A prime mover, attached to the vehicle body and configured to drive one or more of the wheels, thereby propelling the motor vehicle; Wireless communication equipment attached to the vehicle body; Haptic feedback systems, including haptic devices located within the passenger cabin; and The vehicle controller, communicatively connected to the wireless communication device and the haptic feedback system, is programmed to: Location data indicating the real-time vehicle position of the motor vehicle is received via a wireless communication device; Retrieve geographic location data that is associated with real-time vehicle location and includes virtual toothed vibration zone areas; The set of virtual characteristics for the virtual tooth vibration zone series within the virtual tooth vibration zone region was defined. Determine a tactile cue sequence based on a virtual feature set and configured to simulate a virtual toothed vibration band; Detecting when the real-time vehicle position is within the virtual toothed vibration zone; and In response to determining that the real-time vehicle position is within the virtual toothed vibration zone, the haptic feedback system is commanded to generate a sequence of haptic cues that can be perceived by the occupants in the passenger cabin.

[0032] 16. The motor vehicle according to Embodiment 15, wherein the virtual feature set defines the digital depth, width and / or density of the virtual toothed vibration strip, and the tactile cue sequence is configured to simulate the digital depth, width and / or density of the virtual toothed vibration strip.

[0033] 17. The motor vehicle according to embodiment 15, wherein the vehicle controller is further programmed to determine a pulse width modulation (PWM) signal series based on a virtual characteristic set that defines a series of virtual toothed vibration bands, wherein each PWM signal in the PWM signal series corresponds to a corresponding haptic cue in a haptic cue sequence.

[0034] 18. The motor vehicle according to Embodiment 15, wherein the virtual toothed vibration zone includes a plurality of discrete virtual toothed vibration zones, the virtual characteristic set includes a plurality of different virtual characteristic sets, each virtual characteristic set corresponding to a corresponding virtual toothed vibration zone in the virtual toothed vibration zone, and the tactile cue sequence includes a plurality of different tactile cue sequences, each tactile cue sequence corresponding to a corresponding virtual toothed vibration zone series of one of the virtual toothed vibration zones.

[0035] 19. The motor vehicle according to Embodiment 15, wherein the wireless communication device includes a Global Positioning System (GPS) transceiver, the location data includes a four-dimensional (4D) spatiotemporal coordinate set, and the geographic location data defines the virtual toothed vibration zone as a geofenced surface area of ​​a road segment near the real-time vehicle location of the motor vehicle.

[0036] 20. The motor vehicle according to Embodiment 15, wherein the tactile feedback system includes a first tactile device and a second tactile device respectively located near a first side and a second side of the occupant, a virtual feature set indicating that a virtual toothed vibration strip is located on the first side of the motor vehicle, and a vehicle controller commands the first tactile device to generate a tactile cue sequence to simulate the virtual toothed vibration strip on the first side of the motor vehicle.

[0037] The foregoing summary does not represent every embodiment or aspect of this disclosure. Rather, it provides only a summary of some novel concepts and features set forth herein. The foregoing features and advantages, as well as other features and incidental advantages, of this disclosure will become apparent from the following detailed description of the illustrated examples and representative modes for carrying out this disclosure when considered in conjunction with the accompanying drawings and appended claims. Furthermore, this disclosure expressly includes any and all combinations and sub-combinations of the elements and features presented above and below. Attached Figure Description

[0038] Figure 1 This is a partial schematic side view of a representative motor vehicle according to aspects of this disclosure, the motor vehicle having a network of on-vehicle controllers, sensors, haptic feedback units and communication devices for providing virtual toothed vibration strip functionality.

[0039] Figure 2 The diagram illustrates a flowchart of a representative vehicle control protocol for dynamically simulating a virtual toothed vibration stripe to a driver of a vehicle, based on aspects of the disclosed concept. This representative vehicle control protocol may correspond to instructions stored in memory, which may be executed by a resident or remote microcontroller, control logic circuit, system control module or other integrated circuit (IC) device, or network of circuits / modules / microcontrollers / IC devices (collectively, the “controller”).

[0040] This disclosure is open to various modifications and alternatives, and some representative embodiments of this disclosure are illustrated by way of example in the accompanying drawings and will be described in detail herein. However, it should be understood that the novel aspects of this disclosure are not limited to the specific forms illustrated in the drawings listed above. Rather, this disclosure covers all modifications, equivalents, combinations, arrangements, groupings, and alternatives within the scope of this disclosure, as covered by, for example, the appended claims. Detailed Implementation

[0041] This disclosure allows for numerous different forms of embodiments. Representative embodiments of this disclosure are shown in the accompanying drawings and will be described in detail herein, wherein it should be understood that these embodiments are provided as examples of the disclosed principles and not as limitations on the broad aspects of this disclosure. In this regard, for example, elements and limitations described in the abstract, introduction, summary, description of the drawings, and detailed description but not expressly set forth in the claims should not be incorporated into the claims individually or collectively by implication, inference, or otherwise. Furthermore, the use of terms such as “first,” “second,” “third,” etc., in the specification or claims is not in itself intended to establish a sequence or numerical limitation; unless expressly stated otherwise, these names may be used to facilitate reference to similar features in the specification and drawings and to distinguish between similar elements in the claims.

[0042] For the purposes of this disclosure, unless specifically denied: singular forms include plural forms, and vice versa (e.g., the indefinite article “a (a) and an” should generally be interpreted as meaning “one or more”); the words “and” and “or” should be both conjunctive and disjunctive; the words “any” and “all” should both mean “any and all”; and the words “including,” “contains,” “includes,” “has,” etc., all mean “including but not limited to.” Furthermore, for example, approximate words (such as “approximately,” “almost,” “substantially,” “generally,” “approximately,” etc.) may be used herein to indicate “within, near, or almost” or “within 0%–5% of” or “within acceptable manufacturing tolerances” or any logical combination thereof. Finally, directional adjectives and adverbs (such as front, back, inboard, outboard, starboard, port, vertical, horizontal, up, down, front, back, left, right, etc.) can relate to motor vehicles, such as the forward driving direction of a motor vehicle when it is operably oriented on a level driving surface.

[0043] Referring now to the accompanying drawings, where the same reference numerals are used throughout several views to refer to the same features, Figure 1A representative motor vehicle, generally designated 10, is illustrated herein and depicted as a car-type electric vehicle for the purposes of discussion. The illustrated vehicle 10—also referred to herein simply as a "motor vehicle" or "vehicle"—is merely an exemplary application by which aspects of this disclosure can be practiced. Similarly, the implementation of this concept via the illustrated network of vehicle hardware devices should be understood as a non-limiting implementation of the disclosed features. Thus, it will be understood that aspects and features of this disclosure can be implemented by other vehicle device architectures and can be incorporated into any logically related type of vehicle. Furthermore, only selected components of motor vehicles and intelligent vehicle control systems are shown and described in detail herein. However, the vehicles and systems discussed below may include numerous additional and alternative features, as well as other available peripheral hardware, for performing the various methods and functions of this disclosure.

[0044] Figure 1 The representative vehicle 10 was initially equipped with a vehicle telecommunications and information (“in-vehicle information system”) unit 14, which communicates with remote positioning or “non-in-vehicle” cloud computing host services 24 via cellular networks, satellite services, wireless modems, etc. (e.g., (to conduct wireless communication. As a non-limiting example,) Figure 1 Some of the other vehicle hardware components 16 typically shown include an electronic video display device 18, a microphone 28, multiple audio speakers 30, and a variety of user input controls 32 (e.g., buttons, knobs, pedals, switches, touchpads, joysticks, touchscreens, etc.). These hardware components 16 partially function as a human-machine interface (HMI) that enables users to communicate with the in-vehicle information system unit 14 and other components residing in and remote from the vehicle 10. For example, the microphone 28 provides occupants with a means to input verbal or other auditory commands; the vehicle 10 may be equipped with an embedded voice processing unit utilizing audio filtering, editing, and analysis modules. Conversely, the speakers 30 provide audible output to vehicle occupants and may be standalone speakers specifically designed for use with the in-vehicle information system unit 14, or may be part of an audio system 22. The audio system 22 is operatively connected to a network connection interface 34 and an audio bus 20 to receive analog information, which is then presented as sound via one or more speaker assemblies.

[0045] The onboard information system unit 14 is communicatively coupled to a network interface 34, suitable examples of which include a twisted-pair / fiber Ethernet switch, a parallel / serial communication bus, a local area network (LAN) interface, a controller area network (CAN) interface, etc. The network interface 34 enables the vehicle hardware 16 to send and receive signals to and from each other, as well as to various systems on and outside the vehicle body 12. This allows the vehicle 10 to perform a wide variety of vehicle functions, such as regulating powertrain output, activating friction and regenerative braking systems, controlling vehicle steering, and other automated functions. For example, the onboard information system unit 14 can exchange signals with the powertrain control module (PCM) 52, the advanced driver assistance system (ADAS) module 54, the electronic battery control module (EBCM) 56, the steering control module (SCM) 58, the brake system control module (BSCM) 60, and various other vehicle ECUs (such as the transmission control module (TCM), engine control module (ECM), sensor system interface module (SSIM), etc.).

[0046] Continue to refer to Figure 1 The in-vehicle information system unit 14 is an in-vehicle computing device that provides services both independently and through communication with other networked devices. The in-vehicle information system unit 14 may typically consist of one or more processors 40, each of which may be embodied as a discrete microprocessor, application-specific integrated circuit (ASIC), or dedicated control module. The vehicle 10 may provide centralized vehicle control via a central processing unit (CPU) 36, which is operatively coupled to a real-time clock (RTC) 42 and one or more electronic memory devices 38, each of which may take the form of a CD-ROM, disk, IC device, solid-state drive (SSD) memory, hard disk drive (HDD) memory, flash memory, semiconductor memory (e.g., various types of RAM or ROM), etc.

[0047] Long-range communication (LRC) capability with remote, non-vehicle-mounted devices can be provided via one or more of a cellular chipset / component, a navigation and positioning chipset / component (e.g., a Global Positioning System (GPS) transceiver), or a wireless modem—all of these components are collectively referred to as 44. Short-range wireless connectivity can be provided via a short-range communication (SRC) device 46 (e.g., The communication equipment is provided by a unit or near-field communication (NFC) transceiver, a dedicated short-range communication (DSRC) component 48, and / or dual antennas 50. The aforementioned communication equipment can provide data exchange as part of periodic broadcasts in vehicle-to-vehicle (V2V) communication systems or vehicle-to-everything (V2X) communication systems (e.g., vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), vehicle-to-device (V2D), vehicle-to-cloud (V2C), etc.).

[0048] CPU 36 receives sensor data from one or more sensing devices that use technologies such as photoelectric detection, radar, laser, ultrasound, optics, infrared, or other suitable techniques, including short-range communication technologies (e.g., DSRC) or ultra-wideband (UWB) radio technology, to perform controller automation (AV / ADAS) driving operations or vehicle navigation services. According to the illustrated example, vehicle 10 may be equipped with one or more digital cameras 62, one or more distance sensors 64, one or more vehicle speed sensors 66, one or more vehicle dynamics sensors 68, and any necessary filtering, classification, fusion, and analysis hardware and software for processing the raw sensor data. The type, placement, number, and interoperability of the distributed array of sensors within the vehicle can be individually or collectively adapted to a given vehicle platform to achieve a desired level of automated vehicle operation.

[0049] Multiple digital cameras 62 can use complementary metal-oxide-semiconductor (CMOS) sensors or other suitable optical sensing devices to generate images indicating the field of view of vehicle 10, and can be configured for continuous image generation, for example, at least about 50+ images per second. In contrast, multiple distance sensors 64 can emit and detect reflected radio, infrared, or light-based or other electromagnetic signals (e.g., short-range radar, long-range radar, EM sensing, light detection and ranging (LIDAR), etc.) to detect, for example, the presence, speed, and / or proximity of a target object. Multiple vehicle speed sensors 66 can take various forms, including wheel speed sensors that measure wheel speeds, which are then used to determine the real-time host (ego) speed. Additionally, multiple vehicle dynamics sensors 68 can have properties for detecting longitudinal and lateral acceleration, yaw, roll and / or pitch rates, or other dynamically relevant parameters, such as single-axis or triaxial accelerometers, angular rate sensors, inclinometers, etc. Using data from sensors on these vehicles, the CPU 36 can identify surrounding driving conditions, determine road characteristics and surface conditions, identify target objects within the vehicle's detectable range, determine the target object's attributes (such as size, relative position, orientation, distance, approach angle, and relative speed), and perform automated control maneuvers based on these actions.

[0050] To propel the motor vehicle 10, the electrified power system is operable to generate traction torque and transmit that torque to one or more of the vehicle's drive wheels 26. The power system in Figure 1 The term "rechargeable energy storage system" (RESS) represents this, and the RSS may have the characteristics of a chassis-mounted traction battery pack 70 operatively connected to an electric traction motor (M) 78. The chassis-mounted traction battery pack 70 typically comprises one or more battery modules 72, each containing a cluster 74 of battery cells, such as pouch-type, can-type, or cylindrical lithium-, zinc-, nickel-, or silicone-type cells. One or more motors, such as a traction motor / generator (M) unit 78, draw power from the battery pack 70 and optionally transmit power to it. A power inverter module (PIM) 80 electrically connects the battery pack 70 to the motor(s) 78 and regulates the current transfer between them. The battery pack 70 may include an integrated electronics package, such as a wireless-enabled cell monitoring unit (CMU) 76, which enables on-module management, cell sensing, and module-to-module and / or module-to-host communication functions.

[0051] exist Figure 1 During the operation of the motor vehicle 10, it may become necessary to adjust the vehicle speed and trajectory when entering a sensitive driving area or unintentionally deviating from the designated driving lane. The following discussion focuses on intelligent vehicle systems with accompanying control logic featuring automated haptic feedback, such as those used for virtual toothed vibration strip simulation, intelligent traffic management, adaptive driver warnings, etc. As an example and not a limitation, advanced driver assistance system controllers (e.g., Figure 1 The ADAS module 54 selectively activates a networked array of tactile warning units embedded in the occupant seat to mimic dynamic vehicle responses to physical road features such as serrated edges, speed bumps, centerline serrated edges, and raised markings. In doing so, the vehicle 10 is able to manage vehicle operation and traffic flow by utilizing driver conditioned reflexes to (or similar) road features, thereby eliminating the need for modifications to the physical road features and / or road surface. The ADAS controller can also use location, time, vehicle trajectory, and weather information to enforce traffic regulations based on local road and traffic conditions.

[0052] In addition to providing a single "shared" system response for all road features, vehicle 10 can vary the temporal nature of the activation signal (e.g., frequency, duty cycle, and / or pulse width) to customize the haptic system output to each virtual road feature. For example, the ADAS system could employ a predefined series of haptic cues to mimic a toothed vibration strip, a different predefined series of haptic cues to mimic a speed bump, and yet another different predefined series of haptic cues to mimic a raised centerline marker. Furthermore, the designation of specific areas as active or inactive virtual road feature zones can depend on the time of day (e.g., a toothed vibration strip zone active in the morning for traffic flow in one direction and inactive at night for traffic flow in the opposite direction). It is also envisioned that the trigger sensitivity level and feedback intensity level can vary depending on the time of day (e.g., less sensitive and less intense serrated vibration zones in construction areas during the night), road conditions (e.g., virtual serrated vibration zones dynamically generated and activated during predetermined periods in response to new collision events), and / or weather conditions (e.g., discrete virtual serrated vibration zones dynamically generated and temporarily activated for areas identified as having black ice).

[0053] In addition to leveraging existing driver reflexes to influence driver behavior, the disclosed haptic feedback system and control logic can provide immediate and instinctive feedback that can be correlated with various data input feeds, such as real-time vehicle speed relative to a recommended vehicle speed. For at least some implementations, user-selectable options can be provided to the vehicle owner, lessor, driver, or passenger (collectively, “occupant” or “user”) to enable (opt-in) or disable (opt-out) a traffic management mode that permits any of the in-vehicle haptic feedback features described herein. By employing existing vehicle hardware, the disclosed haptic system and logic are relatively inexpensive, have minimal additional computational load, and can be easily adapted to and scaled to any logic-dependent vehicle platform. The disclosed haptic feedback system and logic can be used to regulate traffic in a wide variety of driving scenarios, such as parking lots, school zones, construction zones, and high-traffic intersections. In addition, in-vehicle haptic feedback can be used to selectively enforce high-occupancy vehicle (HOV) lanes, dynamically create priority routes for predetermined “special” vehicles (e.g., school buses, ambulances, fire trucks, police cars, etc.), and / or provide incentives to induce desired behaviors (e.g., by enabling haptic features with virtual toothed vibration strips in place of congestion fees, thereby suppressing the use of non-EVs in commercial areas).

[0054] Next reference Figure 2 The flowchart, according to aspects of this disclosure, describes in general a method for dynamically mimicking host vehicles (such as, Figure 110) Improved methods or vehicle control protocols for the dynamic vehicle response to physical road characteristics in electrically driven vehicles. Figure 2 Some or all of the operations illustrated herein and described in further detail below may represent an algorithm corresponding to, for example, storage in primary or secondary or remote memory (e.g., Figure 1 Non-transitory processor-executable instructions in the resident memory device 38 and / or remote cloud computing service 24. These instructions may be, for example, executed by an electronic controller, processing unit, dedicated control module, logic circuit or other module or device, or controller / module / device (e.g., Figure 1 The network of CPU 36, (multiple) processors 40 and / or ADAS modules 54 is used to perform any or all of the functions described above and below associated with the disclosed concepts. It should be understood that the execution order of the illustrated operation boxes can be changed, additional operation boxes can be added, and some operations described herein can be modified, combined, or eliminated.

[0055] Method 200 utilizes processor-executable instructions stored in memory in Figure 2 The instruction begins at the “Start” terminal box 201, which is used to initialize the traffic management mode of this “host” vehicle equipped with a haptic feedback system. This routine can be used for real-time, near real-time, continuous, systematic, sporadic, and / or predefined time intervals for initialization, such as every 10 milliseconds or 100 milliseconds during operation of the motor vehicle 10. Alternatively, terminal box 201 can be initialized in response to user command prompts (e.g., input controls via the in-vehicle information system 14), vehicle controller prompts (e.g., from the CPU 36), or broadcast prompts received from the central back-office (BO) vehicle service system (e.g., from cloud host service 24). As a non-limiting example, method 200 can be initialized by presenting selectable options from the in-vehicle information system touchscreen to the vehicle occupants to enable the controller's automated traffic management mode, and once presented, the user responsively authorizes the traffic management mode. No user authorization is required to select a traffic management mode for each driving cycle; instead, the traffic management mode can be stored in memory as a user preference, selected once and potentially reaffirmed periodically. Figure 2 After some or all of the control operations presented in the method, method 200 may proceed to the "End" terminal box 219 and temporarily terminate, or alternatively, it may loop back to terminal box 201 and run in a continuous loop.

[0056] Proceeding from terminal box 201 to the "External Trigger" data input box 203, method 200 executes instructions for receiving an external trigger that will induce an imitation of physical road features. Non-limiting examples of external triggers may include notifications received from a server-type computer of an Intelligent Traffic Management (ITM) system, V2V / V2I warnings, central vehicle service broadcasts, etc. In conjunction with input box 203, method 200 may also, or alternatively, execute the "Internal Trigger" data input box 205 to receive an internal trigger that will induce haptic-based feedback to alert the driver of the host vehicle. Non-limiting examples of internal triggers may include in-vehicle sensor data indicating driver drowsiness or distraction, the presence of a detected vehicle malfunction, high / low tire pressure in the host vehicle, etc. It is also envisioned that the user can select an explanatory message provided by in-vehicle audio and / or video components, which explains the reason for the alert.

[0057] according to Figure 1 As illustrated in the example, the vehicle CPU 36 can cooperate with a resident wireless communication device (such as LRC device 44 or SRC device 46) to continuously receive location data representing the real-time vehicle position of the host motor vehicle 10. As indicated above, the vehicle 10 may be equipped with an on-vehicle GPS transceiver that wirelessly communicates with a satellite service to track the vehicle's position in real time. The location data received from the satellite service may include a four-dimensional (4D) spatiotemporal coordinate set (e.g., decimal-degree x, y, and z coordinates; and a timestamp), or alternatively, may take any recognized GPS coordinate format (e.g., prime meridian latitude / longitude, Universal Transverse Mercator (UTM), etc.). Even without a GPS receiver, the vehicle 10 may determine its position and movement information by using multi-hop geographic multicast V2V data exchange, short-range V2I data broadcast, or other suitable location tracking techniques via cellular tower trilateration positioning, in cooperation with a cellular system.

[0058] After determining the real-time location of the host vehicle, the vehicle controller can retrieve geographic location data that corresponds to the real-time vehicle location and contains information defining one or more virtual toothed vibration zones near and / or in front of the vehicle. Figure 1The vehicle 10, for example, can wirelessly receive geolocation data containing virtual toothed vibration zone information from an intelligent traffic management system responsible for regulating traffic on the road currently traversed by the host vehicle. It is envisioned that this geolocation data may contain information defining a single toothed vibration zone or multiple distinct and separate virtual toothed vibration zones near or along the host vehicle's predicted path. Each virtual toothed vibration zone may have a different location, length, width, and / or type of toothed vibration zone. For simplicity and ease of reference, the geolocation data can define each virtual toothed vibration zone as a corresponding geofenced surface area of ​​the road segment near and / or ahead of the host vehicle's real-time location and trajectory.

[0059] Continue the discussion Figure 2 In the “External Trigger” data input box, method 200 can actively receive and analyze vehicle position data to determine whether the real-time position of the host vehicle has breached a predefined virtual toothed vibration zone. In one example, the outer boundary of the virtual toothed vibration zone can be defined by a predefined virtual perimeter or “geofence” dynamically generated by the ITM system controller to establish a speed-limited area. Once generated, CPU 36 tracks the real-time vehicle position, and cooperatively, ADAS module 54 detects when vehicle 10 breaches the geofence. After determining that the real-time vehicle position has breached the geofence and therefore the host vehicle is now within one of the virtual toothed vibration zones, method 100 can proceed to process boxes 207, 209, and 211 to determine the appropriate system response to best simulate the virtual toothed vibration zone within the virtual toothed vibration zone.

[0060] Method 200 proceeds to the "Trigger Characteristics" data input box 207 to identify one or more characteristics specific to the virtual area(s) contained within the virtual zone entered by the host vehicle. Non-limiting examples of virtual road feature characteristics may include road feature type, urgency of associated warnings, severity of associated warnings, etc. Figure 1As illustrated in the example, vehicle 10 may receive, retrieve from resident memory 38, or otherwise determine a set of virtual characteristics that defines a series of virtual toothed vibration strips within a given virtual toothed vibration strip zone. The set of virtual characteristics may define road feature types (e.g., toothed vibration strips, speed bumps, centerline toothed vibration strips, or raised lane markings), digital vertical depth / height (e.g., 0.25 inches to 0.50 inches deep / high), digital front-to-rear width (e.g., 3 inches to 7 inches wide), digital lateral length (e.g., 8 inches to 16 inches long), digital density (e.g., 8 inches to 14 inches spacing), zone length (e.g., 20 yards to 50 yards), zone location (e.g., right shoulder, centerline, or in the lane), etc. These characteristics may be actively determined at process block 213; process block 215 then interprets these characteristics and maps them to haptic driving signal characteristics (e.g., PWM frequency, duty cycle, duration, etc.). For applications where the host vehicle can interact with multiple virtual zones, each virtual toothed vibration zone can correspond to a different set of virtual characteristics, which defines different series of virtual toothed vibration zones within that zone.

[0061] Simultaneously with data input box 207, method 200 may execute “Onboard Sensor” data input box 209 to collect vehicle sensor data from one or more resident sensing devices, which may affect the host vehicle’s dynamic response to traversing virtual road features (i.e., if they are their own physical counterparts). Figure 1 The motor vehicle 10 may, for example, aggregate data output from vehicle speed sensor(s) 66 and vehicle dynamics sensor(s) 68 to assess the current speed, mass, direction of travel, occupancy, etc. of the host vehicle—each of which can affect the vehicle suspension and handling when the vehicle 10 is traveling on an actual toothed vibration strip. Other examples of relevant onboard sensor data may include driving variable data indicative of the real-time driving characteristics of the host vehicle, such as real-time vehicle dynamics data (e.g., acceleration, roll, pitch, yaw), real-time vehicle telemetry data (e.g., vehicle performance and health indicators), driver-specific data (e.g., historical driving behavior), etc.

[0062] Method 200 may also execute a “non-vehicle sensor” data input box 211 to collect sensor data from one or more remote sensing devices that may affect the host vehicle’s dynamic response to traversing virtual road features. Figure 1The motor vehicle 10 can, for example, wirelessly communicate with an ITM system or cloud computing host service 24 via an LRC device 44 to retrieve real-time traffic data, real-time driving condition data, and real-time weather data. Simultaneously, the motor vehicle 10 can wirelessly communicate with crowdsourced vehicles (V2V) and ITM hardware (V2I) via an SRC device 46 to aggregate traffic camera data, traffic signal phasing data, broadcast road information, etc. It is also envisioned that the motor vehicle 10 can retrieve a set of vehicle characteristics specific to the host vehicle. This vehicle characteristic data may include vehicle powertrain type (e.g., FWD, RWD, 4WD, AWD), vehicle curb weight (e.g., total vehicle weight excluding occupants and cargo), vehicle wheelbase (e.g., distance from the center of the driver's side front wheel to the center of the driver's side rear wheel), and / or vehicle brand / model / decor (e.g., 2019 GMC Yukon SLT).

[0063] The trigger characteristic data, on-board sensor data, and off-board sensor data collected at boxes 207, 209, and 211 can be input into the "Haptic Controller" process box 213 to determine an appropriate haptic system response, thereby best simulating the virtual toothed vibration band within the virtual toothed vibration band area to the occupants of the host vehicle. To this end, method 200 can execute the "Haptic Signal" subroutine box 215 to actively determine a set of signal characteristics for the corresponding haptic signal sequence that will control the operation of the in-vehicle haptic feedback system 250. The haptic signal characteristic set may include, for example, a pulse width modulation (PWM) frequency f. pwm PWM duty cycle DC pwm Total number of pulses N pwm and signal duration D pwm .exist Figure 1 In the example, the vehicle CPU 36 can use a virtual feature set, a vehicle feature set, and driving variable data to compute a sequence of tactile cues for simulating a virtual toothed vibration zone within a given virtual toothed vibration zone.

[0064] To more accurately mimic the physical toothed vibration band, the haptic cue sequence can be actively adapted to simulate the digital depth, width, and / or density of the virtual toothed vibration band. For example, the vehicle CPU 36 can calculate a pulse width modulation (PWM) signal series based on the virtual feature set output from input box 207, onboard sensor data output from input box 209, and / or offboard sensor data output from input box 211. That is, the PWM frequency f... pwm PWM duty cycle DC pwm Total number of pulses N pwm and / or signal duration D pwmThe PWM signal can be individually increased or decreased depending on factors such as current vehicle speed, current vehicle acceleration / deceleration, current vehicle gross weight (GVW), vehicle-specific wheelbase, and vehicle-specific powertrain. Each PWM signal in the PWM signal series can correspond to a specific haptic cue in the haptic cue sequence. Changes in the PWM signal characteristics, and therefore the haptic feedback system response, can also be adapted in a similar manner to more closely mimic current road conditions, current weather conditions, and current traffic conditions.

[0065] As noted above, the calculated PWM signal can define the duty cycle of the haptic cue sequence, including the intensity, duration, and / or frequency of the haptic cue. For operational scenarios where the host vehicle can interact with multiple virtual toothed vibration band zones, a corresponding haptic cue sequence can be generated for each virtual toothed vibration band series within each virtual toothed vibration band zone. In addition to adapting the haptic feedback system response to each virtual toothed vibration band zone, the haptic cue sequence for a given virtual toothed vibration band zone can be customized for vehicle-specific variables of a given host vehicle. For example, the PWM signal can be adjusted based on a vehicle-specific characteristic set and / or driving variable data of the host vehicle.

[0066] Method 200 can proceed from process block 213 and subroutine block 215 to "haptic feedback" subroutine 217 and simultaneously instruct the in-vehicle haptic feedback system 250 to generate a calculated sequence of haptic cues in a manner perceptible to the occupants of the host vehicle, in order to simulate a virtual toothed vibration zone within the virtual toothed vibration zone area. After determining the real-time vehicle position within the virtual toothed vibration zone area, for example, ADAS module 54 can selectively activate a first (left) haptic device M1 near the first (left) side of the occupant and / or a second (right) haptic device M2 near the second (right) side of the occupant based on the calculated and adjusted PWM signal generated at subroutine block 215. Figure 2 As illustrated in the example, two haptic devices M1 and M2 are respectively housed in the port and starboard sides of the seat base 252 of the passenger-side vehicle seat 254 installed in the passenger compartment of the main vehicle. As noted above, the data input box 207 can identify the road feature type and zone location for each virtual road feature zone. In an instance where the virtual road feature type is specified as a recessed toothed vibration strip located on the right shoulder of the road (i.e., the right passenger side of the vehicle), the ADAS module 54 can activate only the right haptic device M2 to generate a haptic cue sequence designed to simulate the virtual toothed vibration strip on the right side of the main vehicle. It is also envisioned that the haptic-based virtual toothed vibration strip pattern and accompanying actions be integrated with the vehicle's audiovisual system, for example, to notify occupants via audio cues and / or visual cues.

[0067] In some embodiments, aspects of this disclosure may be implemented by computer-executable instructions (such as program modules, generally referred to as software applications or applications executed by any of the controllers or controller variants described herein). In non-limiting examples, the software may include routines, programs, objects, components, and data structures that perform specific tasks or implement specific data types. The software may form interfaces to allow a computer to react to input sources. The software may also cooperate with other code segments to initiate various tasks in response to data received from sources in conjunction with received data. The software may be stored on any of a variety of memory media, such as CD-ROMs, disks, and semiconductor memories (e.g., various types of RAM or ROM).

[0068] Furthermore, aspects of this disclosure can be practiced with various computer systems and computer network configurations, including multiprocessor systems, microprocessor-based or programmable consumer electronics, minicomputers, mainframes, etc. Additionally, aspects of this disclosure can be practiced in distributed computing environments, where tasks are performed by resident and remote processing devices linked via communication networks. In distributed computing environments, program modules can be located in local and remote computer storage media (including memory storage devices). Therefore, aspects of this disclosure can be implemented in computer systems or other processing systems in combination with various hardware, software, or combinations thereof.

[0069] Any of the methods described herein may include machine-readable instructions that are executed by (a) a processor, (b) a controller, and / or (c) any other suitable processing device. Any algorithms, software, control logic, protocols, or methods disclosed herein may be embodied as software stored on tangible media, such as, for example, flash memory, solid-state drive (SSD) memory, hard disk drive (HDD) memory, CD-ROM, digital versatile disc (DVD), or other storage devices. The entire algorithm, control logic, protocol, or method and / or portions thereof may alternatively be executed by a device other than a controller and / or embodied in firmware or dedicated hardware (e.g., implemented by application-specific integrated circuits (ASICs), programmable logic devices (PLDs), field-programmable logic devices (FPLDs), discrete logic, etc.). Furthermore, while a particular algorithm may be described with reference to the flowcharts and / or workflow diagrams described herein, many other methods for implementing the example machine-readable instructions may alternatively be used.

[0070] Aspects of this disclosure have been described in detail with reference to the illustrated embodiments; however, those skilled in the art will recognize that many modifications can be made thereto without departing from the scope of this disclosure. This disclosure is not limited to the precise construction and composition disclosed herein; any and all modifications, alterations, and variations apparent from the foregoing description are within the scope of this disclosure as defined by the appended claims. Furthermore, this concept expressly includes any and all combinations and sub-combinations of the foregoing elements and features.

Claims

1. A method for operating a motor vehicle having a vehicle body and a haptic feedback system attached to the vehicle body, the method comprising: Location data indicating the real-time vehicle position of the motor vehicle is received via the vehicle controller and the vehicle's wireless communication device. Geographical location data associated with the real-time vehicle location and including the virtual toothed vibration zone is retrieved via the vehicle controller of the motor vehicle; The vehicle controller defines the set of virtual characteristics for the virtual toothed vibration band series within the virtual toothed vibration band region. The tactile cue sequence of the virtual toothed vibration zone within the simulated virtual toothed vibration zone is determined by the vehicle controller based on the virtual feature set; The vehicle controller uses the received position data to detect when the real-time vehicle position is within the virtual toothed vibration zone. as well as In response to determining that the real-time vehicle position is within the virtual toothed vibration zone, the vehicle controller commands the tactile feedback system to generate a sequence of tactile cues that can be perceived by the occupants of the vehicle.

2. The method of claim 1, wherein the virtual feature set defines the digital depth, width, and / or density of the virtual toothed vibration band, and the haptic cue sequence is configured to simulate the digital depth, width, and / or density of the virtual toothed vibration band.

3. The method of claim 1, further comprising determining a pulse width modulation (PWM) signal series based on a virtual characteristic set that defines a series of virtual toothed vibration bands, wherein each PWM signal in the PWM signal series corresponds to a corresponding haptic cue in a haptic cue sequence.

4. The method of claim 3, wherein the PWM signal defines the duty cycle of the haptic cue sequence, the duty cycle including the intensity, duration and / or frequency of the haptic cue.

5. The method according to claim 1, wherein the virtual toothed vibration zone includes a plurality of discrete virtual toothed vibration zones, the virtual characteristic set includes a plurality of different virtual characteristic sets, each virtual characteristic set corresponds to a corresponding virtual toothed vibration zone in the virtual toothed vibration zone, and the tactile cue sequence includes a plurality of different tactile cue sequences, each tactile cue sequence corresponds to a corresponding virtual toothed vibration zone series of one of the virtual toothed vibration zones.

6. The method of claim 1, further comprising: Determine the set of vehicle characteristics specific to the motor vehicle; as well as The tactile cue sequence of the simulated virtual toothed vibration strip is adjusted based on the vehicle characteristic set.

7. The method of claim 6, wherein the vehicle characteristic set includes vehicle powertrain type, vehicle curb weight, vehicle wheelbase and / or vehicle brand / model.

8. The method of claim 1, further comprising: Receive driving variable data indicating the real-time driving characteristics of the motor vehicle; as well as The tactile cue sequence of the simulated virtual toothed vibration strip is adjusted based on driving variable data.

9. The method according to claim 8, wherein the driving variable data includes real-time vehicle dynamics data, real-time vehicle telemetry data, real-time traffic data, and / or real-time driving condition data.

10. The method of claim 1, wherein the wireless communication device includes a Global Positioning System (GPS) transceiver, the location data includes a four-dimensional (4D) spatiotemporal coordinate set, and the geographic location data defines the virtual toothed vibration zone as a geofenced surface area of ​​a road segment near the real-time vehicle location.

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