System and method for controlling operation of multiple vehicle automation

Abstract

The invention provides a system and a method for controlling operation of automation of a plurality of vehicles. A vehicle including a transceiver and a processor is disclosed. The transceiver may receive trigger signals associated with activation and deactivation of the plurality of automation modes. The processor may obtain a first trigger signal for a request to activate a first automation mode and a second trigger signal for a request to activate a second automation mode. The processor may also determine a first optimal operating state of the first set of vehicle components associated with the first automation mode and a second optimal operating state of the second set of vehicle components associated with the second automation mode. Further, when no vehicle component is common between the first set of vehicle components and the second set of vehicle components, the processor may cause the first set of vehicle components to operate in a first optimal operating state and simultaneously cause the second set of vehicle components to operate in a second optimal operating state.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to systems and methods for simultaneously controlling operations of multiple vehicle automations BACKGROUND

[0002] Many modern vehicles enable a user to activate one or more vehicle automation modes based on the user’s desires, which cause automatic adjustments to vehicle components for the user’s convenience. For example, when a user desires to watch a movie in the vehicle, the user can activate a theater / movie mode of the vehicle, which can cause the vehicle to automatically adjust the operating states of the interior lights, the sound system, the windows, etc. of the vehicle to enable the user to comfortably watch the movie. Such operating states of the vehicle components for each automation mode can be defined by the vehicle manufacturer, and / or can be set or customized by the user according to the user’s preferences.

[0003] While automations modes provide many benefits to the user, there are instances where the user can desire additional features to further enhance the user’s experience of using automations modes in the vehicle. SUMMARY

[0004] The present disclosure describes a vehicle that can enable a user to conveniently activate or deactivate one or more automations modes in the vehicle simultaneously. Specifically, the vehicle can enable the user to “build” a list or stack of automations modes that can be run / executed in the vehicle simultaneously. In some aspects, the user can transmit a request or trigger signal to the vehicle via a user device or a vehicle human-machine interface (HMI) to activate or deactivate one or more automations modes. For example, the user can transmit a first trigger signal to the vehicle to execute a first automation mode (e.g., a “theater mode” or a “movie mode”; the terms “theater mode” and “movie mode” are used interchangeably in the present disclosure) and a second trigger signal to the vehicle to execute a second automation mode (e.g., a “reading mode”) simultaneously with the first automation mode. The user can transmit the first trigger signal and the second trigger signal simultaneously or in an ordered fashion. In other aspects, one or more vehicle systems or units can automatically generate these first trigger signal and second trigger signal based on a preset vehicle operating condition (e.g., based on a vehicle speed or other vehicle operating parameters). In this case, these systems can transmit the trigger signals to the vehicle.

[0005] In response to obtaining the first trigger signal and the second trigger signal from the user, when there can be no vehicle components that are common between the first set of vehicle components and the second set of vehicle components, the vehicle can cause the first set of vehicle components associated with the first automation mode to operate in a first optimal operating state and simultaneously cause the second set of vehicle components associated with the second automation mode to operate in a second optimal operating state.

[0006] When one or more vehicle components are common between the first set of vehicle components and the second set of vehicle components, the vehicle can first determine a priority order in which to activate the first and second automation modes in response to obtaining the first and second trigger signals. In some aspects, the priority order can be based on the order in which the vehicle obtains the first and second trigger signals. For example, if the second trigger signal is obtained after the first trigger signal, the vehicle can determine that the second automation mode has a higher priority than the first automation mode. In other aspects, the priority order can be based on user input or user preferences.

[0007] In response to determining the priority order, the vehicle can cause the vehicle components that are common between the first and second sets of vehicle components to operate in accordance with the automation mode having the higher priority. For example, if the second automation mode has a higher priority than the first automation mode, the vehicle can cause the “common” vehicle components to operate in accordance with the operating state defined for the second automation mode.

[0008] In further aspects, the vehicle can enable the user to deactivate an automation mode while other automation modes can still be running / executing in the vehicle. For example, the user can transmit a deactivation request to the vehicle via the user device or the HMI to deactivate the first automation mode while the second automation mode can still be running in the vehicle. In this case, in response to obtaining the deactivation request, the vehicle causes the vehicle components associated with the first automation mode to revert to their pre-automation operating state (i.e., when no automation is being executed in the vehicle), or to their default operating state (which can be defined by the user), or to an operating state defined by an automation mode (e.g., a pre-posed automation mode) that can have a lower priority than the first automation mode.

[0009] In response to obtaining the deactivation request for the first automation mode, the vehicle can also store a priority position associated with the first automation mode in the priority order. When the user transmits a reactivation request to the vehicle to reactivate the first automation mode, the vehicle can use the priority position to restore the operating state of the vehicle components associated with the first automation mode.

[0010] The vehicle can also enable the user to set a preferred operating state for one or more vehicle components while the automation mode can be running / executing in the vehicle. In some aspects, the vehicle can cause such vehicle components to maintain their user-preferred operating state when the corresponding automation mode can be deactivated in the vehicle.

[0011] The present disclosure discloses a vehicle that enhances the experience and comfort of a user operating an automation mode of the vehicle. The vehicle enables the user to concurrently execute multiple automation modes in the vehicle. Further, the vehicle can store a priority position of the automation modes in a priority order when the automation modes are deactivated, such that the vehicle can restore the operational states of the vehicle components associated with the automation modes when the automation modes are reactivated. This significantly enhances the convenience of the user reactivating the automation modes. When the user deactivates the automation modes running in the vehicle, the vehicle can also restore the operational states of the vehicle components to their respective pre-automation operational states or user-defined default operational states. This eliminates the need for the user to manually restore the operational states of the vehicle components when the automation modes are deactivated.

[0012] These and other advantages of the present disclosure are provided in detail in this document. BRIEF DESCRIPTION OF DRAWINGS

[0013] A detailed description is made with reference to the accompanying drawings. The use of the same reference numbers in different drawings indicates similar or identical items. Various embodiments can utilize elements and / or components other than those illustrated in the drawings, and some elements and / or components can be absent from various embodiments. Elements and / or components in the drawings are not necessarily drawn to scale. Throughout this disclosure, the singular and plural terminology can be used interchangeably as appropriate depending on the context.

[0014] Figure 1 An environment in which techniques and structures for providing the systems and methods disclosed herein can be implemented is depicted.

[0015] Figure 2 A block diagram of a system for concurrently controlling operations of multiple vehicle automation modes according to the present disclosure is depicted.

[0016] Figure 3 An example first sequence flow diagram showing transitions of vehicle component operational states according to the present disclosure is depicted.

[0017] Figure 4 An example second sequence flow diagram showing transitions of vehicle component operational states according to the present disclosure is depicted.

[0018] Figure 5 An example third sequence flow diagram showing transitions of vehicle component operational states according to the present disclosure is depicted.

[0019] Figure 6 A flow diagram of an example first method for controlling vehicle component operations according to the present disclosure is depicted.

[0020] Figure 7 A flow diagram of an example second method for controlling vehicle component operations according to the present disclosure is depicted.

[0021] Figure 8 A flowchart is depicted for an example third method for controlling the operation of vehicle components according to this disclosure.

[0022] Figure 9 A flowchart is depicted for an example fourth method for controlling the operation of vehicle components according to this disclosure. Detailed Implementation

[0023] The present disclosure will be described more fully below with reference to the accompanying drawings, which illustrate exemplary embodiments of the present disclosure and are not intended to be limiting.

[0024] Figure 1 An example environment 100 is depicted in which techniques and structures for providing the systems and methods disclosed herein can be implemented. Environment 100 may include a vehicle 102 and a user 104 who may be located inside the vehicle 102. Figure 1 In the exemplary aspect depicted, user 104 is shown sitting in the driver's seating area; however, this disclosure is not limited to this aspect. Without departing from the scope of this disclosure, user 104 may sit in the passenger seating area, the rear seating area, etc.

[0025] Vehicle 102 can take the form of any passenger or commercial vehicle, such as a car, work vehicle, crossover, truck, van, minivan, taxi, bus, etc. Vehicle 102 can be a manually driven vehicle or can be configured to operate in a partially / fully autonomous mode. In addition, vehicle 102 can include any powertrain system, such as a gasoline engine, one or more electric actuators, hybrid system, etc.

[0026] In some respects, vehicle 102 allows user 104 to independently or simultaneously select and execute one or more automation modes associated with vehicle 102. This causes vehicle 102 to automatically adjust the operating state of one or more vehicle components based on the automation mode selected by user 104. As an example, when user 104 wants to watch a movie while sitting in vehicle 102, user 104 can select "cinema mode"; when user 104 wants to read, he / she can select "reading mode"; when user 104 wants vehicle 102 to create a cool and comfortable atmosphere in the interior, he / she can select "cool and comfortable mode", and so on.

[0027] In response to the user 104 selecting an automation mode to execute, the vehicle 102 can automatically adjust the operating states of one or more vehicle components that can be associated with or mapped to the selected automation mode. For example, when the user 104 selects the “theater mode,” the vehicle 102 can automatically cause the interior lights of the vehicle to light up in blue, cause the fan speed of the vehicle to be lowered, cause the interior temperature of the vehicle to be adjusted to 72 to 75 degrees Fahrenheit, cause the seating area of the vehicle in which the user 104 is seated to be heated, cause the top portion of the windows of the vehicle to be closed, and so on. Similarly, when the user 104 selects the “reading mode,” the vehicle 102 can automatically cause the interior lights of the vehicle to light up in purple, cause the seating area of the vehicle in which the user 104 is seated to be tilted upward, cause the top portion of the windows of the vehicle to be transitioned to venting, and so on. As another example, when the user 104 selects the “cool comfort mode,” the vehicle 102 can automatically close the windows of the vehicle, lower the temperature of the vehicle, close the top portion of the windows of the vehicle, and so on.

[0028] The vehicle components for which operating states should be adjusted for each automation mode, and the respective optimal operating states of the vehicle components, can be preset by the vehicle manufacturer and / or can be set / customized by the user 104. For example, the vehicle manufacturer and / or the user 104 can preset the respective optimal operating states of one or more vehicle components for each automation mode, such as the “theater mode,” the “reading mode,” the “cool comfort mode,” and so on, as described above.

[0029] The user 104 can transmit a trigger signal or request to the vehicle 102 to activate an automation mode by transmitting the trigger signal or request to the vehicle 102 via a user device (shown in Figure 2 as the user device 202), a vehicle human-machine interface 106 (or HMI 106), and so on. In Figure 1 the example aspects depicted in FIG. 1, the HMI 106 is shown displaying a plurality of automation modes, e.g., the theater mode 108, the reading mode 110, and so on. In some aspects, the user 104 can select one or more automation modes on the HMI 106 to cause the vehicle 102 to execute the selected automation mode. In additional or alternative aspects, the vehicle 102 can automatically execute an automation mode based on a trigger signal obtained or generated by a vehicle control unit (shown in Figure 2 as the VCU 210) and user preferences preset by the user 104 in the vehicle 102. For example, when the user 104 prefers the “cool comfort mode” to be automatically executed in the vehicle 102 when the speed of the vehicle drops below 5 miles per hour, the VCU can generate a trigger signal when the speed of the vehicle drops below 5 miles per hour. In this case, the vehicle 102 can automatically activate and execute the “cool comfort mode” in response to the VCU generating the trigger signal.

[0030] In some aspects, multiple different trigger signals (e.g., one or more trigger signals generated by the VCU and a user request) can cause the vehicle 102 to execute an automated mode, for example, for a short duration. In a similar manner, the vehicle 102 can execute multiple different automated modes based on a single trigger signal generated by the VCU.

[0031] In some aspects, the vehicle 102 can enable the user 104 to select and execute multiple automated modes in the vehicle 102 simultaneously. In this case, the vehicle 102 can enable the user 104 to overlap or stack multiple automated modes and / or define a priority order in which the automated modes should be executed in the vehicle 102. In an example aspect, when the user 104 desires to execute multiple automated modes in the vehicle 102 simultaneously, the user 104 can transmit a multi-automated mode request to the vehicle 102 via the user device or the HMI 106. In response to obtaining the multi-automated mode request from the user 104, the vehicle 102 can determine / understand that the user 104 desires multiple automated modes to be executed in the vehicle 102 simultaneously. In this case, in response to obtaining the multi-automated mode request from the user 104, the vehicle 102 can incrementally update the configuration / operation state of additional vehicle components based on a priority order in a list / stack of operational modes that can be executed in the vehicle 102 as the user 104 adds or selects additional automated modes. In this manner, as an example, an automated mode that configures or controls the operation of the vehicle lights and the audio system can build on a seating area configuration / operation state set by a prior / preceding automated mode that can already be executing in the vehicle 102.

[0032] The vehicle 102 can enable automated modes to be executed “on top of” one another without requiring the user 104 to deactivate a prior automated mode to execute a new automated mode. The vehicle 102 can also enable the user 104 to deactivate any one or more of the automated modes in the list / stack of operational modes that can be executing in the vehicle 102 at any time. When the user 104 deactivates an automated mode, the operation state of the vehicle components associated with or mapped to the deactivated automated mode can revert or “return” to their prior operation state before the automated mode was activated. Specifically, when an automated mode is deactivated, the vehicle 102 can cause the vehicle components associated with the deactivated automated mode to operate in their “pre-automation operation state.” In an example aspect, the pre-automation operation state of a vehicle component can indicate the operation state of the vehicle component prior to activating the automated mode or prior to causing the vehicle component to operate in the optimal operation state associated with the automated mode. In some aspects, the vehicle 102 can also cause the one or more vehicle components associated with the deactivated automated mode to operate in their preset default operation state, provided such default operation state is defined / set by the user 104.

[0033] Examples of adjusting operational states of vehicle components when activating and / or deactivating one or more automation modes (when the vehicle 102 enables multiple automation modes to be executed concurrently) are described below. The examples described below are for illustrative purposes and should not be construed as limiting.

[0034] In a first example, the user 104 can enable a multi-automation mode activation setting in the vehicle 102 or transmit a multi-automation mode request to the vehicle 102 (via a user device or the HMI 106) and can then transmit a first trigger signal / request to execute the cool comfort mode. In response to obtaining the first trigger signal from the user 104, the vehicle 102 can close the vehicle’s windows and top portion windows and cool the interior portion of the vehicle to a comfortable / fresh temperature (e.g., between 72 and 75 degrees Fahrenheit). Thereafter, the user 104 can transmit a second trigger signal to the vehicle 102 to execute the reading mode 110. In response to obtaining the second trigger signal, the vehicle 102 can maintain or not change the operational states of the vehicle components described above as being associated with the cool comfort mode and can additionally turn on the warm colored vehicle interior lights. In this case, there can be no common vehicle components between the cool comfort mode and the reading mode 110, and thus the vehicle 102 can independently and concurrently enable the vehicle components to operate in the operational states associated with their respective automation modes.

[0035] The user 104 can then transmit a third trigger signal to the vehicle 102 to execute the theater mode 108. In response to obtaining the third trigger signal, the vehicle 102 can maintain or not change the operational states of the vehicle components described above as being associated with the cool comfort mode, but can dim the vehicle interior lights. Additionally, in response to obtaining the third trigger signal, the vehicle 102 can begin playing or outputting a preset media / audio file from the HMI 106. In this case, while there can be no common vehicle components between the cool comfort mode and the theater mode 108, the control of the vehicle interior lights can be common between the theater mode 108 and the reading mode 110. In this case, in response to determining that there can be common vehicle components between two automation modes selected by the user 104 to execute, the vehicle 102 can determine a priority order of activating the two automation modes (e.g., the theater mode 108 and the reading mode 110). In some aspects, the vehicle 102 can activate the operation of the “common” vehicle components based on the operational state associated with the automation mode having the higher priority. In the example described above, the vehicle 102 dims the vehicle interior lights in response to obtaining the third trigger signal because the theater mode 108 can have a higher activation priority than the reading mode 110.

[0036] In some aspects, the priority order can be based on the order or sequence in which the vehicle 102 obtains / receives the activation trigger signals or requests. For example, in the above aspect, since the third trigger signal is obtained after the second trigger signal, the priority order associated with the third trigger signal or the cinema mode 108 can be higher than the priority order associated with the second trigger signal or the reading mode 110. In alternative aspects, the priority order can be set / defined by the user 104 when the user 104 transmits the trigger signals (e.g., the above first, second, and third trigger signals) to the vehicle 102 or when the user 104 can“build” a list / stack of automated modes to be executed by the vehicle 102 simultaneously on the user device or HMI 106.

[0037] In a second example, the user 104 can transmit (via the user device or HMI 106) a first trigger signal to the vehicle 102 to execute a mode to turn on car lights for improved visibility. In response to obtaining the first trigger signal, the vehicle 102 can turn on the car lights. Thereafter, the user 104 can transmit a second trigger signal to execute a new mode regarding a state conflict of the lighting device. In response to obtaining the second trigger signal, the vehicle 102 can control / adjust the operational state of one or more vehicle components associated with the new mode while maintaining the turned on state associated with the car lights (rather than automatically turning off the lights when the new mode is activated / executed).

[0038] In a third example, the user 104 can transmit (via the user device or HMI 106) a first trigger signal to the vehicle 102 to execute the cinema mode 108, which causes the vehicle 102 to turn off the car lights. Then, the user 104 can manually turn on the lights in the vehicle 102 (as the vehicle interior portion can become dark). Then, the user 104 can transmit a deactivation request to the vehicle 102 to deactivate or turn off the cinema mode 108. In response to obtaining the deactivation request, the vehicle 102 can restore the operational state of other vehicle components associated with the cinema mode 108 to their respective pre-automation operational states; however, the vehicle 102 can maintain the car lights turned on regardless of the pre-automation operational state of the car lights. In this case, the vehicle 102 can prioritize the user-defined or user-preferred operational state of a vehicle component (e.g., the car lights) over its pre-automation operational state while deactivating an automated mode (e.g., the cinema mode 108).

[0039] In a fourth example, the user 104 can transmit (via the user device or the HMI 106) a first trigger signal to the vehicle 102 to execute a first automation mode, which causes the vehicle 102 to configure or adjust the operating states of the windows and the mirrors and deactivate the vehicle lights. The user 104 can then transmit a second trigger signal to the vehicle 102 to execute a second automation mode, which can cause the vehicle 102 to open the top portion windows of the vehicle and turn on the vehicle lights. In this case, since the vehicle 102 obtains the second trigger signal after obtaining the first trigger signal, the priority order associated with the second automation mode is higher than the first automation mode, and thus the vehicle 102 turns on the lights (which can be the optimal operating state of the lights in the second automation mode) instead of keeping the lights in the deactivated state (which can be the optimal operating state of the lights in the first automation mode).

[0040] The user 104 can then transmit a third trigger signal to the vehicle 102 to execute a third automation mode, which can change the operating states associated with the windows. The user 104 can then transmit a deactivation request to deactivate / turn off the second automation mode. In response to obtaining the deactivation request, the vehicle 102 can restore the operating states associated with the top portion windows of the vehicle to their original states prior to the first automation mode being activated (i.e., pre-automation operating states), while maintaining the operating states of the mirrors and the lights as defined by or associated with the first automation mode and the window states as defined by or associated with the third automation mode. In other words, when the vehicle 102 obtains the deactivation request to deactivate the second automation mode, the vehicle 102 restores the operating states of all vehicle components associated with the second automation mode to their respective pre-automation operating states (i.e., prior to the vehicle components starting to operate in the second automation mode).

[0041] The vehicle 102 can also enable the user 104 to provide user preferences associated with the operating states of one or more vehicle components, reactivate an automation mode after deactivating the automation mode, change the priority order of the automation modes, etc. Additional vehicle details are described below in connection with Figure 2 such additional vehicle details.

[0042] The vehicle 102 and / or the user 104 implement and / or perform the operations as described herein in this disclosure in accordance with the owner’s manual and safety guidelines. Additionally, any actions taken by the user 104 based on the notifications / recommendations provided by the vehicle 102 should comply with all rules specific to the location (e.g., federal, state, national, city, etc.) and operation of the vehicle 102. The notifications / recommendations as provided by the vehicle 102 should be considered suggestions and only followed in accordance with any rules specific to the location and operation of the vehicle 102.

[0043] Figure 2A block diagram of a system 200 for simultaneously controlling operations of multiple vehicle automation modes in accordance with the present disclosure is depicted. In describing Figure 2 the system 200, reference will be made to Figure 3 , Figure 4 and Figure 5 .

[0044] The system 200 can include a vehicle 102, a user device 202, and one or more servers 204 (or server 204) communicatively coupled to each other via one or more networks 206. In some aspects, the user device 202 can be associated with a user 104 and can be, for example, a mobile phone, a laptop computer, a tablet computer, a smart watch, or any other device with communication capabilities. The server 204 can be part of a cloud-based computing infrastructure and can be associated with and / or include a remote information processing service delivery network (SDN) that provides digital data services to the vehicle 102 and other vehicles (not shown in FIG. 1) that can be part of a fleet of vehicles. Figure 2

[0045] In further aspects, the server 204 can store mappings of multiple sets of vehicle components to the multiple automation modes that are to be adjusted. For example, the server 204 can store mappings that indicate that when the theater mode 108 is activated in the vehicle 102, the operating states associated with a first set of vehicle components should be adjusted, when the reading mode 110 is activated, the operating states associated with a second set of vehicle components should be adjusted, when the cool comfort mode is activated, the operating states associated with a third set of vehicle components should be adjusted, and so on. The first set of vehicle components, the second set of vehicle components, and the third set of vehicle components can or can not have common vehicle components among them. For each of the multiple automation modes, the server 204 can also store operating state information associated with optimal operating states of each of the multiple sets of vehicle components described above. For example, the server 204 can store operating state information that indicates a first optimal operating state in which the first set of vehicle components should operate when the theater mode 108 is activated in the vehicle 102, a second optimal operating state in which the second set of vehicle components should operate when the reading mode 110 is activated, a third optimal operating state in which the third set of vehicle components should operate when the cool comfort mode is activated, and so on. The above-described examples of the first set of vehicle components, the second set of vehicle components, and the third set of vehicle components (i.e., vehicle components associated with the theater mode 108, the reading mode 110, and the cool comfort mode) and the first optimal operating state, the second optimal operating state, and the third optimal operating state (i.e., operating states in which the vehicle components operate under the respective automation modes) associated with the three example automation modes are described in connection with Figure 1

[0046] ​​In some aspects, the vehicle manufacturer and / or user 104 can set and / or adjust / customize the mapping and / or operational state information. In some aspects, multiple users can have different stored mappings of vehicle components to automation modes according to their customization / preferences. Further, the server 204 can transmit the mapping and / or operational state information to the vehicle 102 at a predefined frequency or when the vehicle 102 transmits a request to the server 204 to obtain such information.

[0047] The network 206 illustrates an example communication infrastructure in which the connected devices discussed in various embodiments of the present disclosure can communicate. The network 206 can be and / or include the Internet, a private network, a public network, or other configurations operating using any one or more known communication protocols, such as the Transmission Control Protocol / Internet Protocol (TCP / IP), Bluetooth Low Energy (BLE), Wi-Fi based on Institute of Electrical and Electronics Engineers (IEEE) Standard 802.11, Ultra-Wide Band (UWB), and cellular technologies such as Time Division Multiple Access (TDMA), Code Division Multiple Access (CDMA), High-Speed Packet Access (HSPDA), Long-Term Evolution (LTE), Global System for Mobile Communications (GSM), and Fifth Generation (5G), to name a few examples.

[0048] The vehicle 102 can include a plurality of units including, but not limited to, an automotive computer 208, a vehicle control unit (VCU) 210, and an automation mode unit 212 (or unit 212). The VCU 210 can include a plurality of electronic control units (ECUs) 214 in communication with the automotive computer 208.

[0049] In some aspects, in accordance with the present disclosure, the automotive computer 208 and / or the unit 212 can be installed anywhere in the vehicle 102. Additionally, the automotive computer 208 can operate as a functional part of the unit 212. The automotive computer 208 can be or include an electronic vehicle controller having one or more processors 216 and memory 218. Further, the unit 212 can be separate from the automotive computer 208 (as shown), or can be integrated as part of the automotive computer 208. Figure 2

[0050] The processor 216 can be in communication with one or more memory devices (e.g., memory 218 and / or memory of the ECU(s) 214) that store instructions and / or data for execution by the processor 216. The processor 216 can be any suitable processor, such as a general purpose processor, a central processing unit (CPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or any other processor of suitable design. The processor 216 can be a single processor or multiple processors. Figure 2 ​​The processor 216 can utilize the memory 218 to store programs in the form of code and / or store data to perform aspects in accordance with the present disclosure. The memory 218 can be a non-transitory computer-readable medium or memory that stores vehicle automation mode program code. The memory 218 can include any one or combination of volatile memory elements (e.g., dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), etc.) and can include any one or more non-volatile storage elements (e.g., erasable programmable read only memory (EPROM), electrically erasable programmable read only memory (EEPROM), programmable read only memory (PROM), etc.). The VCU 210 can be in communication with one or more external databases (not shown). The processor 216 can utilize the memory 218 to store programs in the form of code and / or store data to perform aspects in accordance with the present disclosure. The memory 218 can be a non-transitory computer-readable medium or memory that stores vehicle automation mode program code. The memory 218 can include any one or combination of volatile memory elements (e.g., dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), etc.) and can include any one or more non-volatile storage elements (e.g., erasable programmable read only memory (EPROM), electrically erasable programmable read only memory (EEPROM), programmable read only memory (PROM), etc.).

[0051] According to some aspects, the VCU 210 can share a power bus with the automotive computer 208 and can be configured and / or programmed to coordinate data between systems of the vehicle 102, connected servers (e.g., the server 204), and other vehicles operating as part of a vehicle fleet (not shown). Figure 2 The VCU 210 can include any combination of or be in communication with ECUs such as a body control module (BCM) 220, an engine control module (ECM) 222, a transmission control module (TCM) 224, a telematics control unit (TCU) 226, a driver assistance technology (DAT) controller 228, etc. The VCU 210 can also include and / or be in communication with a vehicle perception system (VPS) 230 that can connect to and / or control one or more vehicle sensing systems 232. The vehicle sensing systems 232 can include one or more vehicle sensors including, but not limited to, radio detection and ranging (radar) sensors configured to detect and locate objects inside and outside of the vehicle 102 using radio waves, seat area lock latch sensors, seat area sensors, light detection and ranging (lidar) sensors, door sensors, proximity sensors, temperature sensors, wheel sensors, ambient weather sensors, cameras inside and outside of the vehicle, one or more rain sensors, capacitive moisture sensors, tire pressure sensors, ultrasonic sensors, etc.

[0052] In some aspects, the VCU 210 can control vehicle operational aspects and implement one or more instruction sets received from the user device 202, one or more instruction sets stored in the memory 218, including instructions operating as part of the unit 212.

[0053] TCU 226 can be configured and / or programmed to provide vehicle connectivity to wireless computing systems on and off the vehicle 102 and can include a navigation (NAV) receiver 234 for receiving and processing GPS signals, a BLE module (BLEM) 236, a Wi-Fi transceiver, a UWB transceiver, and / or other wireless transceivers that can be configured for wireless communication (including cellular communication) between the vehicle 102 and other systems (e.g., user device 202, key fob, NFC device, etc.), computers, and modules (not shown in FIG. 2). Figure 2 The TCU 226 can communicate with the ECU 214 over a bus.

[0054] The ECU 214 can control aspects of vehicle operation and communication using input from a human driver, input from autonomous vehicle controllers, the unit 212, and / or wireless signal input received from other connected devices (such as the user device 202, the server 204, etc.) via a wireless connection.

[0055] The BCM 220 generally includes integration of sensors, vehicle performance indicators, and variable reactance associated with vehicle systems, and can include a processor-based power distribution circuit that can control functions associated with vehicle bodywork such as lights, windows, safety devices, cameras, fans, headlamps, audio systems, speakers, wipers, door locks and entry controls, mirrors, various comfort controls, enclosures, etc. The BCM 220 can also operate as a gateway for bus and network interfaces to interact with remote ECUs (not shown in FIG. 2). In some aspects, the BCM 220 can be configured to adjust the operating state of one or more vehicle components based on input or command signals obtained from the user device 202, key fob, processor 216, unit 212, etc. when an automated mode is activated / implemented in the vehicle 102. Figure 2

[0056] The DAT controller 228 can provide Level 1-3 automated driving and driver assist functionality, which can include, among other features, for example, active park assist, vehicle reverse assist, and adaptive cruise control. The DAT controller 228 can also provide aspects of user and environmental input that can be used for user authentication.

[0057] ​In some aspects, the automotive computer 208 can interface with the HMI 106 or infotainment system 106 (hereinafter referred to as infotainment system 106). The infotainment system 106 can include a touchscreen interface portion and can include voice recognition features, biometric capabilities that can identify a user based on facial recognition, voice recognition, fingerprint recognition, or other biometric means. In other aspects, the infotainment system 106 can also be configured to receive user instructions / inputs via the touchscreen interface portion, and / or display notifications / recommendations, navigation maps, etc. on the touchscreen interface portion.

[0058] The computing system architecture of the automotive computer 208, VCU 210, and / or unit 212 can omit certain computing modules. It should be readily understood that, Figure 2 The computing environment depicted is an example of possible implementations in accordance with the present disclosure and, as such, should not be viewed as limiting or exclusive.

[0059] According to some aspects, the unit 212 can be integrated with and / or perform as part of the ECU 214. The unit 212, whether integrated with the automotive computer 208 or ECU 214, or operating as a standalone computing system in the vehicle 102, can include a transceiver 238, a processor 240, and a computer-readable memory 242.

[0060] The transceiver 238 can be configured to receive information / inputs from one or more external devices or systems (e.g., user device 202, server 204, etc.) via the network 206. For example, the transceiver 238 can receive the mapping and operational state information described above from the user device 202 and / or server 204 via the network 206. As another example, the transceiver 238 can receive trigger signals or requests from the user device 202, VCU 210, infotainment system 106, etc. for activating and deactivating one or more automation modes associated with the vehicle 102. Further, the transceiver 238 can transmit notifications (e.g., alert / alarm signals) to external devices or systems. Additionally, the transceiver 238 can be configured to receive information / inputs from vehicle 102 components such as the infotainment system 106, vehicle sensing system 232, TCU 226, etc. Further, the transceiver 238 can transmit notifications (e.g., alert / alarm / command signals) to vehicle 102 components such as the infotainment system 106, BCM 220, etc.

[0061] Processor 240 and memory 242 may be the same as or similar to processor 216 and memory 218, respectively. In some aspects, processor 240 may utilize memory 242 to store programs in code form and / or store data for execution of aspects according to this disclosure. Memory 242 may be a non-transitory computer-readable medium or memory storing program code for a vehicle automation mode. In some aspects, memory 242 may be configured to store the aforementioned mapping and operational status information obtained by vehicle 102 from server 204, user device 202, etc. As an additional or alternative aspect, vehicle 102 (and therefore memory 242) may obtain the mapping and operational status information directly from user 104 and / or vehicle manufacturer via infotainment system 106.

[0062] In operation, when user 104 wishes to execute two or more automation modes simultaneously in vehicle 102, user 104 can transmit a multi-automation mode request to transceiver 238 via user device 202 or infotainment system 106, as described above. Figure 1 The transceiver 238 can transmit a multi-automation mode request to the processor 240. In response to receiving the multi-automation mode request, the processor 240 can enable the vehicle 102 to execute multiple automation modes simultaneously or enable / activate a "multi-automation mode" in the vehicle 102. When a multi-automation mode is activated, the vehicle 102 can execute a new automation mode "on top of" a previous automation mode, so that two automation modes are executed / running simultaneously in the vehicle 102.

[0063] In response to activating multiple automation modes in vehicle 102, user 104 may transmit a trigger signal or request to transceiver 238 via user device 202 or infotainment system 106 to simultaneously activate / execute one or more automation modes in vehicle 102 (or VCU 210 may transmit a trigger signal to transceiver 238). In some aspects, user 104 may transmit all trigger signals / requests to transceiver 238 together or simultaneously. In other aspects, user 104 may transmit trigger signals / requests to transceiver 238 sequentially (i.e., one by one). As an example, user 104 may transmit a trigger signal / request to transceiver 238 in conjunction with activating the first automation mode in vehicle 102 (in... Figure 3 The first trigger signal associated with a request to activate a second automation mode (shown as mode "A"), the second trigger signal associated with a request to activate a third automation mode (shown as mode "B"), and the third trigger signal associated with a request to activate a third automation mode (shown as mode "C"), etc., are all transmitted simultaneously or in an ordered manner. Transceiver 238 can transmit the received first trigger signal, second trigger signal, and third trigger signal to processor 240.

[0064] The processor 240 can obtain the first trigger signal, the second trigger signal, and the third trigger signal from the transceiver 238. In response to obtaining the first trigger signal, the second trigger signal, and the third trigger signal, the processor 240 can retrieve the mapping and the operational state information from the memory 242. The processor 240 can then determine, based on the retrieved mapping, a first set of vehicle components associated with the first automation mode that should adjust their operational state when the first automation mode (mode “A”) is activated / executed, a second set of vehicle components associated with the second automation mode that should adjust their operational state when the second automation mode (mode “B”) is activated / executed, and a third set of vehicle components associated with the third automation mode that should adjust their operational state when the third automation mode (mode “C”) is activated / executed. As an example, the processor 240 can determine, based on the mapping, that the vehicle windows 302 and the mirrors 304 (which can be an example of the first set of vehicle components) should adjust their operational state when mode “A” is activated / executed, the vehicle closure 306 and the lighting device 308 (which can be an example of the second set of vehicle components) should adjust their operational state when mode “B” is activated / executed, and the vehicle windows 302 and the lighting device 308 (which can be an example of the third set of vehicle components) should adjust their operational state when mode “C” is activated / executed, as shown in Figure 3

[0065] The processor 240 can also determine, based on the retrieved operational state information, a first optimal operational state in which the first set of vehicle components should operate when the first automation mode is activated / actuated, a second optimal operational state in which the second set of vehicle components should operate when the second automation mode is activated / actuated, and a third optimal operational state in which the third set of vehicle components should operate when the third automation mode is activated / actuated. As an example, the processor 240 can determine, based on the operational state information, that the vehicle windows 302 should be set at a predefined position (shown in block 310) and the mirrors 304 should be folded (shown in block 312; blocks 310 and 312 can be an example of the first optimal operational state) when mode “A” is activated / actuated, the closure 306 or the top portion windows should be open (shown in block 314) and the lighting device 308 should be deactivated (shown in block 316; blocks 314 and 316 can be an example of the second optimal operational state) when mode “B” is activated / actuated, and the vehicle windows 302 position should be changed (shown by block 318) and the lighting device 308 should be deactivated (shown in block 320; blocks 318 and 320 can be an example of the third optimal operational state) when mode “C” is activated / actuated, as shown in Figure 3

[0066] ​​In response to determining the first set of vehicle components, the second set of vehicle components, and the third set of vehicle components, and / or the associated first optimal operating mode, the second optimal operating mode, and the third optimal operating mode as described above, the processor 240 can determine whether any vehicle components are common between the first set of vehicle components, the second set of vehicle components, and the third set of vehicle components. When the processor 240 determines that no vehicle components are common between the first set of vehicle components, the second set of vehicle components, and the third set of vehicle components, the processor 240 can cause the first set of vehicle components, the second set of vehicle components, and the third set of vehicle components to operate in their respective first optimal operating mode, second optimal operating mode, and third optimal operating mode via the BCM 220. For example, as shown in FIG. 3, the vehicle components associated with mode “A” (i.e., the windows 302 and the mirrors 304) are not common with the vehicle components associated with mode “B” (i.e., the power liftgate 306 and the lighting device 308). In this case, the processor 240 can cause the windows 302 and the mirrors 304 to operate based on their respective optimal operating modes associated with mode “A,” and cause the power liftgate 306 and the lighting device 308 to operate based on their respective optimal operating modes associated with mode “B.” Figure 3

[0067] On the other hand, in some aspects, when the processor 240 determines that one or more vehicle components can be common between the first set of vehicle components, the second set of vehicle components, and / or the third set of vehicle components, the processor 240 can determine a priority order for activating the first automated mode, the second automated mode, and the third automated mode. In alternative aspects, the processor 240 can determine a priority order for activating the first automated mode, the second automated mode, and the third automated mode when the processor 240 obtains the first trigger signal, the second trigger signal, and the third trigger signal, regardless of whether any vehicle components are common between the first set of vehicle components, the second set of vehicle components, and the third set of vehicle components.

[0068] The priority order can define an “importance” or “priority” of one automated mode relative to another automated mode. In some aspects, the priority order associated with the first automated mode, the second automated mode, and the third automated mode can be based on the order in which the processor 240 obtains the associated first trigger signal, the second trigger signal, and the third trigger signal. In example aspects, an automated mode that obtains its trigger signal later has a higher / greater priority than an automated mode that obtains its trigger signal earlier or in the past. For example, as shown in FIG. 3, the processor 240 obtains the trigger signal for the power liftgate 306 (i.e., the second trigger signal) later than the trigger signal for the windows 302 (i.e., the first trigger signal) and the mirrors 304 (i.e., the third trigger signal). As such, the processor 240 can determine that the power liftgate 306 has a higher priority than the windows 302 and the mirrors 304 for activating the power liftgate 306 in the power liftgate 306 mode. Figure 3 ​As shown, mode "B" has a higher priority than mode "A" because the trigger signal associated with mode "B" was obtained later than the trigger signal associated with mode "A." Similarly, mode "C" has a higher priority than mode "B" because the trigger signal associated with mode "C" was obtained later than the trigger signal associated with mode "B." The above example can be associated with a scenario when the user 104 transmits the trigger signals (e.g., the first trigger signal, the second trigger signal, and the third trigger signal) to the vehicle 102 in an ordered fashion (i.e., one after the other).

[0069] In other aspects, the priority order associated with the first automation mode, the second automation mode, and the third automation mode can be based on a user preference or input obtained from the user 104. For example, when the user 104 forms or establishes a list / stack of automation modes to be executed simultaneously on the user device 202 or the infotainment system 106 and / or transmits the first trigger signal, the second trigger signal, and the third trigger signal to the vehicle 102 simultaneously / concurrently, the user 104 can additionally transmit a user preference or input associated with a priority order in which the user 104 desires the automation modes to be executed. For example, when building the stack of automation modes on the user device 202 or the infotainment system 106, the user 104 can provide an input indicating that mode "C" should have a higher priority than mode "B" and mode "B" should have a higher priority than mode "A." The user 104 can also modify or update the priority order at any time on the user device 202 or the infotainment system 106 when the automation modes can be executed in the vehicle 102. When the priority order is updated or modified, the vehicle 102 / processor 240 can "reapply" all of the automation modes running in the vehicle 102 according to the modified or updated priority order of the automation modes. As an example, the user 104 can update the priority order indicating which automation mode can "override" the other automation modes and can be modified or updated priority order "expressed."

[0070] In response to determining the priority order as described above, the processor 240 can determine, based on the priority order, that the mode "C" has a higher priority than the mode "B" and the mode "B" has a higher priority than the mode "A". In response to such a determination, the processor 240 can cause the vehicle components common between the second set of vehicle components and the third set of vehicle components (i.e., the vehicle components common between the mode "C" and the mode "B") to operate in the third best operating mode (i.e., the operating mode associated with the mode "C") and the remaining vehicle components in the second set of vehicle components to simultaneously operate in the second best operating mode (i.e., the operating mode associated with the mode "B"). Similarly, the processor 240 can cause the vehicle components common between the first set of vehicle components and the second set of vehicle components (i.e., the vehicle components common between the mode "B" and the mode "A") to operate in the second best operating mode (i.e., the operating mode associated with the mode "B") and the remaining vehicle components in the first set of vehicle components to simultaneously operate in the first best operating mode (i.e., the operating mode associated with the mode "A").

[0071] In this manner, when a vehicle component is common between two automation modes that the user 104 desires to activate / execute simultaneously, the processor 240 adjusts the operating state of the "common" vehicle component based on the automation mode with the higher priority. As an example, as shown in FIG. 3, when the mode "C" is executed, the processor 240 causes the window position (shown by block 318) to change from its earlier set position (shown by block 310) because the priority associated with the mode "C" is higher than the mode "A". Similarly, when the mode "C" is executed from its earlier state of being disabled (shown by block 316), the processor 240 enables the lighting device 308 (shown by block 320) because the priority associated with the mode "C" is higher than the mode "B". Figure 3

[0072] ​In further aspects, prior to making any changes to the operational states associated with the first, second, and third groups of vehicle components described above, the processor 240 can determine their pre-automation operational states based on inputs obtained from the VCU 210. In some aspects, the processor 240 can determine the pre-automation operational states associated with the first, second, and / or third groups of vehicle components in response to obtaining the first, second, and / or third trigger signals from the user 104. In example aspects, the pre-automation operational states can be the current operational states associated with the first, second, and third groups of vehicle components prior to the processor 240 causing the first, second, and third groups of vehicle components to operate at their respective optimal operational states (e.g., the first, second, and third optimal operational states). In additional or alternative aspects, the pre-automation operational states can be the operational states associated with the vehicle components prior to any automation modes running / being executed in the vehicle 102 (e.g., prior to the first automation mode / mode“A” being activated in the vehicle 102).

[0073] In response to determining the pre-automation operational states associated with the first, second, and / or third groups of vehicle components as described above, the processor 240 can store information associated with the pre-automation operational states in the memory 242. When the user 104 desires to deactivate or turn off one or more automation modes, the processor 240 can use the information associated with the pre-automation operational states, as described below.

[0074] When the user 104 desires to deactivate or turn off all of the automation modes being executed in the vehicle 102 (e.g., the first, second, and third automation modes, or modes“A,”“B,” and“C”), the user 104 can transmit a fourth trigger signal associated with a vehicle automation mode deactivation request to the transceiver 238 via the user device 202 or the infotainment system 106. The transceiver 238 can transmit the fourth trigger signal to the processor 240. The processor 240 can obtain the fourth trigger signal and, in response to obtaining the fourth trigger signal, retrieve information associated with the pre-automation operational states from the memory 242. The processor 240 can then restore the operational states associated with the first, second, and third groups of vehicle components to their respective pre-automation operational states (when no automation is being executed in the vehicle 102) based on the extracted information associated with the pre-automation operational states via the BCM 220.

[0075] For example, as Figure 3As shown, in response to obtaining the fourth trigger signal or the vehicle automation mode deactivation request (shown as block resume 322), the processor 240 can resume the operational states associated with the vehicle windows 302, the opening and closing member 306 (or the top portion vehicle window), and the mirrors 304 to their respective pre-automation operational states (as shown by blocks 324, 326, and 328).

[0076] In further aspects, the vehicle 102 can enable the user 104 to cause one or more vehicle components to continue operating in their existing operational modes even when the vehicle automation mode is deactivated. In this case, the user 104 can transmit an input to the transceiver 238 via the user device 202 or the infotainment system 106 that indicates the vehicle components that should change their operational modes when the vehicle automation mode is deactivated or when the processor 240 obtains the fourth trigger signal. The transceiver 238 can transmit the input to the processor 240, which can cause the indicated vehicle components to continue operating in their existing operational states even after the vehicle automation mode is deactivated. For example, as shown by block 330 in FIG. 3B, when the user 104 indicates in the input that the state of the lighting device should remain in its existing operational state even after the vehicle automation mode is deactivated, the processor 240 can not change the operational state associated with the lighting device 308. Figure 3

[0077] In some aspects, as described above, the "input" can be part of the setup / configuration of the vehicle or the automation mode and can be provided by the user 104 prior to running or executing the automation in the vehicle 102. In other words, the user 104 can not necessarily need to provide the above-described input while the automation is running, but can instead or additionally provide the input when the vehicle 102 or the automation mode can be configured. In additional or alternative aspects, the user 104 can also indicate that the items / vehicle components that the user 104 interacts with during the automation should be specified in this manner without specifically doing so.

[0078] In additional or alternative aspects, the input transmitted by the user 104 can indicate a default operational state for one or more vehicle components in the first group of vehicle components, the second group of vehicle components, and / or the third group of vehicle components. The default operational state can indicate the operational state of the vehicle components that the user 104 desires when the vehicle automation mode is deactivated. For example, the user 104 can indicate in the input that the lighting device 308 should always be enabled (i.e., its default operational state) whenever the vehicle automation mode is deactivated. In this case, in response to obtaining the input from the user 104, the processor 240 can cause the vehicle components indicated by the user 104 to operate in their default operational states when the processor 240 deactivates the vehicle automation mode or when the processor 240 obtains the fourth trigger signal.

[0079] ​In further aspects, when one or more of the first group of vehicle components, the second group of vehicle components, and / or the third group of vehicle components can be operated in their respective optimal operating states, the vehicle 102 can enable the user 104 to manually set or change the operating states of these vehicle components via the user device 202 or the infotainment system 106. In other words, when the first automation mode, the second automation mode, and / or the third automation mode (e.g., Mode “A,” Mode “B,” and / or Mode “C”) can be executed in the vehicle 102, the vehicle 102 can enable the user 104 to manually set or change the operating states of one or more of the first group of vehicle components, the second group of vehicle components, and / or the third group of vehicle components. In this case, when the first automation mode, the second automation mode, and / or the third automation mode can be executed in the vehicle 102, the user 104 can transmit, to the transceiver 238 via the user device 202 or the infotainment system 106, user input associated with the preferred operating states of one or more of the first group of vehicle components, the second group of vehicle components, and / or the third group of vehicle components. The transceiver 238 can transmit the user input to the processor 240, which can cause the vehicle components to operate in their respective preferred operating states in response to obtaining the user input.

[0080] For example, as shown in FIG. 3, when the first automation mode and the second automation mode (e.g., Mode “A” and Mode “B”) can be executing in the vehicle 102, the user 104 can transmit / provide, to the transceiver 238 / processor 240, user input (shown as block user override 302) indicating the preferred operating states associated with the vehicle components. In response to obtaining the user input / override 302, the processor 240 can cause the vehicle components to operate in their respective preferred operating states based on the preferred operating states associated with these vehicle components as indicated in the user input. Figure 4 For example, as shown in FIG. 3, when the first automation mode and the second automation mode (e.g., Mode “A” and Mode “B”) can be executing in the vehicle 102, the user 104 can transmit / provide, to the transceiver 238 / processor 240, user input (shown as block user override 302) indicating the preferred operating states associated with the vehicle components. In response to obtaining the user input / override 302, the processor 240 can cause the vehicle components to operate in their respective preferred operating states based on the preferred operating states associated with these vehicle components as indicated in the user input.

[0081] Furthermore, in this case, when the processor 240 obtains the fourth trigger signal or the vehicle automation mode deactivation request from the user 104, the processor 240 can not cause these vehicle components (e.g., the vehicle windows 302 and the lighting devices 308) to “return” or revert to their respective pre-automation operating states. Rather, in this case, the processor 240 can cause these vehicle components to continue operating in the preferred operating states even after obtaining the fourth trigger signal, as indicated by the dashed lines in FIG. 3. Figure 4Boxes 408 and 410 are shown in the diagram. In this way, when the processor 240 receives the fourth trigger signal and resumes the operating state associated with the vehicle component, the processor 240 provides the user-preferred operating state preference / priority of the vehicle component relative to the pre-automation operating state of the vehicle component.

[0082] On another front, vehicle 102 allows user 104 to deactivate or disable one or more automation modes from a list of automation modes running / executing in vehicle 102, while allowing the remaining automation modes to continue executing. For example, when a first automation mode, a second automation mode, and a third automation mode (e.g., mode "A", mode "B", and mode "C") can be executed in vehicle 102, user 104 can deactivate or disable automation mode (mode "B") while keeping the remaining automation modes (e.g., mode "A" and mode "C") active. Figure 5 An example illustration of this aspect is shown in the figure.

[0083] like Figure 5 As shown, when mode "A" is activated, processor 240 can set the window position (shown as box 310), fold the side mirror 304 (shown as box 312), and disable the lighting device 308 (shown as box 502). When mode "B" is activated, processor 240 can open the top portion window 306 (shown as box 314) and enable the lighting device 308 (shown as box 504). Since mode "B" has a higher priority than mode "A", processor 240 can change the operating state associated with the lighting device 308 from disabled to enabled in response to activating / executing mode "B", such as... Figure 5 As shown in the diagram. Furthermore, when mode "C" is activated, processor 240 can change the window state (shown as box 318) from its state shown in box 310, because the priority associated with mode "C" is higher than that of mode "A".

[0084] In this configuration, when user 104 wishes to deactivate the automation mode (e.g., mode "B") when modes "A", "B", and "C" can be executed in vehicle 102, user 104 can send a deactivation request to transceiver 238 via user device 202 or infotainment system 106 to deactivate mode "B". In other words, when the first group of vehicle components, the second group of vehicle components, and the third group of vehicle components can operate in their respective optimal operating modes, user 104 can transmit a deactivation request to transceiver 238 to deactivate mode "B".

[0085] In response to receiving the deactivation request, the transceiver 238 can transmit the deactivation request to the processor 240, which can restore the operational states of the vehicle components associated with mode "B" (i.e., the second set of vehicle components) to their respective pre-automation states or their respective operational states prior to mode "B" being activated. For example, as shown in Figure 5 response to obtaining the deactivation request for mode "B" (shown as block Revoke B 506), the processor 240 can restore the operational state of the top portion window to its pre-automation operational state 508 (when no automation mode is running / being executed in the vehicle 102), as the operational state of the top portion window is not defined in mode "A". Further, the processor 240 can restore the operational state associated with the lighting device 308 to its operational state under mode "A" (shown as block Maintain Lighting Configuration A 510), as the operational state associated with the lighting device 308 is defined in mode "A".

[0086] One of ordinary skill in the art can appreciate from the above description that, in this manner, the processor 240 causes the vehicle components whose automation mode is deactivated to be restored to their respective operational states associated with the automation mode (or the pre-automation mode, if available) having a lower priority or to their original pre-automation operational states.

[0087] Further, in this case, the processor 240 can not alter the operational states associated with the vehicle components that are not mapped to the deactivated automation mode (e.g., mode "B"). For example, as shown in Figure 5 response to obtaining the deactivation request to deactivate mode "B", the processor 240 can not alter or can maintain the operational states associated with the windows 302 and the mirrors 304 (shown as blocks 512 and 514), as these vehicle components are not associated or mapped with the deactivated mode "B".

[0088] In a further aspect, in addition to adjusting the operational states of the vehicle components associated with the deactivated mode "B" as described above, the processor 240 can also store, in the memory 242, priority information associated with the priority position of the deactivated mode "B" in the priority order in which the first, second, and third automation modes (e.g., mode "A", mode "B", and mode "C") are activated, in response to obtaining the deactivation request. For example, the processor 240 can store information indicating that the priority associated with the deactivated mode "B" is higher than mode "A" but lower than mode "C". When the user 104 reactivates mode "B", the processor 240 can use this stored information, as shown by block 516 in Figure 5

[0089] ​While other automation modes (e.g., modes "A" and "C") may still be running / executing in vehicle 102, vehicle 102 may also enable user 104 to reactivate previously deactivated automation modes (e.g., mode "B"). In this case, when user 104 wishes to reactivate mode "B," and while modes "A" and "C" may still be running / executing in vehicle 102, user 104 may send a request to reactivate mode "B" (or a reactivation request as shown in block 516) to transceiver 238 via user device 202 or infotainment system 106. Transceiver 238 may transmit the reactivation request to processor 240, which may determine, in response to receiving the reactivation request, the priority position associated with mode "B" in a priority order based on priority information stored in memory 242. Processor 240 may also adjust the operating state of vehicle components associated with mode "B" based on the priority position. Specifically, in this case, although a reactivation request associated with mode "B" is received after an activation request for mode "C", the processor 240 may still not consider mode "B" as the highest priority automation mode relative to mode "C" because mode "B" has a lower priority than mode "C" in the original priority order. Therefore, in this case, the processor 240 can adjust the operating mode associated with the top portion window 306 and lighting device 308 (e.g., the second set of vehicle components) based on the original priority order of mode B, thereby preventing any inconvenience to the user 104.

[0090] For example, in this case, when mode "B" is reactivated, the processor 240 can adjust the mode according to mode "C" (such as...). Figure 5 (As shown in box 512) The processor 240 maintains the position of window 302 because mode "C" has a higher priority than mode "B" (and also because window 302 is not associated with mode "B"). The processor 240 can also open the top window portion 306 according to mode "B", as shown in box 314. The processor 240 can also maintain the position of the side mirror 304 according to mode "A", as shown in box 514. The processor 240 can also activate the lighting device 308 according to mode "B" (as shown in box 504) because mode "B" has a higher priority than mode "A".

[0091] As will be understood by those skilled in the art from the above description, the purpose of storing the priority information / list is so that, without it, if mode "B" is stopped / deactivated and then resumed / reactivated, the mode will not behave as expected (i.e., as it did the first time). Storing the priority information / list prevents any inconvenience to the user.

[0092] Although the above description describes aspects in which the transceiver 238 / processor 240 obtains a trigger signal from the user 104 for activating or deactivating an automation mode via the user device 202 or the infotainment system 106, the present disclosure is not limited to such aspects. In some aspects, the transceiver 238 / processor 240 can obtain a trigger signal from the VCU 210 to activate or deactivate an automation mode based on a setting or input provided by the user 104. For example, as described above in connection with Figure 1 VCU 210 can generate a trigger signal when the speed of the vehicle 102 drops below 5 miles per hour, when the user 104 prefers that a “cool comfort mode” be automatically executed in the vehicle 102 at speeds below 5 miles per hour. In this case, the processor 240 can obtain the trigger signal from the VCU 210 and automatically activate the “cool comfort mode” when the speed of the vehicle drops below 5 miles per hour in response to obtaining the trigger signal from the VCU 210.

[0093] Figure 6 A flowchart depicting an example first method 600 for controlling operation of vehicle components according to the present disclosure is depicted. The following description can continue to refer to the previous figures in describing Figure 6 The following process is exemplary and is not limited to the steps described below. Moreover, alternative embodiments can include more or fewer steps than those shown or described herein and can include the steps in a different order than described in the following example embodiments.

[0094] The method 600 begins at step 602. At step 604, the method 600 can include obtaining, by the processor 240, a trigger signal to activate an automation mode (e.g., mode “B”). At step 606, the method 600 can include determining, by the processor 240, whether any automation modes (e.g., mode “A” and / or mode “C”) can already be running / being executed in the vehicle 102. In response to determining at step 606 that no automation modes are already running in the vehicle 102, the processor 240 can store, at step 608, information associated with the pre-automation operating mode of the vehicle components associated with mode “B” and add mode “B” to the bottom of the automation mode list at step 610. In some aspects, automation modes located at the bottom of the automation mode list have the highest priority.

[0095] At step 612, the method 600 can include executing, by the processor 240, mode “B”. At step 614, the method 600 can end.

[0096] On the other hand, in response to determining at step 606 that one or more automation modes (e.g., mode "A" and / or mode "C") can already be running in the vehicle 102, the processor 240 can determine at step 616 whether mode "B" was previously run. In response to determining at step 616 that mode "B" was previously run, the processor 240 can place mode "B" in a prior priority position in the priority order at step 618, and then execute mode "B" at step 612. On the other hand, in response to determining at step 616 that mode "B" was not previously run, the method 600 can move to step 610 described above.

[0097] Figure 7 A flowchart depicting an example second method 700 for controlling vehicle component operation in accordance with the present disclosure is depicted. The following can continue to be described with reference to the previous figures Figure 7 The following processes are exemplary and are not limited to the steps described below. Additionally, alternative embodiments can include more or fewer steps than those shown or described herein, and can include those steps in a different order than described in the following example embodiments.

[0098] The method 700 begins at step 702. At step 704, the method 700 can include obtaining, by the processor 240, an automation mode deactivation request to deactivate one or more automation modes that can be running in the vehicle 102. At step 706, the method 700 can include storing, by the processor 240, a priority position in the priority order of the automation modes to be deactivated in the memory 242, and removing the automation modes from the automation mode list.

[0099] At step 708, the method 700 can include determining whether the user 104 has modified an operating state for each vehicle component associated with the automation modes to be deactivated. In response to determining at step 708 that the user 104 has modified the operating state, the processor 240 can not change its operating state at step 710. At step 712, the method 700 can end.

[0100] On the other hand, in response to determining at step 708 that the user 104 has not modified the operating state, the processor 240 can determine at step 714 whether a default operating state exists for the vehicle component. In response to determining at step 714 that a default operating state exists for the vehicle component, the processor 240 can restore the operating state associated with the vehicle component to its default operating state at step 716. After step 716, the method 700 moves to step 712.

[0101] On the other hand, in response to determining that the default operating state of the vehicle component does not exist at step 714, the processor 240 can restore the operating state associated with the vehicle component to its pre-automation operating state at step 718. After step 718, the method 700 moves to step 712, where the method 700 ends.

[0102] Figure 8 A flow diagram depicting an example third method 800 for controlling vehicle component operation in accordance with the present disclosure is depicted. The previous figures can continue to be referred to in describing Figure 8 The following process is exemplary and is not limited to the steps described below. Moreover, alternative embodiments can include more or fewer steps than those shown or described herein and can include the steps in a different order than described in the following example embodiments.

[0103] The method 800 begins at step 802. At step 804, the method 800 can include obtaining, by the processor 240, a vehicle automation mode deactivation request to deactivate all automation modes running / executing in the vehicle 102. At step 806, the method 800 can include clearing, by the processor 240, from the memory 242, priority order information or priority position information associated with a priority order of all automation modes.

[0104] At step 808, the method 800 can include removing, by the processor 240, all automation modes from the automation mode list. At step 810, the method 800 can include causing, by the processor 240, one or more vehicle components associated with the automation modes having a default operating state (or a user preferred operating state) to operate in their respective default operating state (or user preferred operating state). At step 812, the method 800 can include causing, by the processor 240, the remaining vehicle components associated with the automation modes to operate in their respective pre-automation operating state.

[0105] At step 814, the method 800 can end.

[0106] Figure 9 A flow diagram depicting an example fourth method 900 for controlling vehicle component operation in accordance with the present disclosure is depicted. The previous figures can continue to be referred to in describing Figure 9 The following process is exemplary and is not limited to the steps described below. Moreover, alternative embodiments can include more or fewer steps than those shown or described herein and can include the steps in a different order than described in the following example embodiments.

[0107] The method 900 begins at step 902. At step 904, the method 900 can include obtaining, by the processor 240, a trigger signal to activate one or more automation modes. At step 906, the method 900 can include executing, by the processor 240, the automation modes based on respective priority positions of the automation modes in a priority order. In executing the automation modes, for each vehicle component associated with the automation modes, the processor 240 can determine, at step 908, whether the vehicle component has been adjusted.

[0108] In response to determining, at step 908, that the vehicle component has been adjusted, the processor 240 can not further alter the operational state associated with the vehicle component at step 910. At step 912, the method 900 can end.

[0109] On the other hand, in response to determining, at step 908, that the vehicle component has not been adjusted, the processor 240 can update, at step 914, the operational state associated with the vehicle component based on the respective automation mode or default state of the vehicle component. At step 916, the method 900 can include flagging, by the processor 240, the vehicle component as adjusted. After step 916, the method 900 can move to step 912, where the method 900 can end.

[0110] In the above disclosure, reference has been made to the drawings which form a part hereof, showing by way of illustration specific implementations in which the disclosure can be practiced. It is understood that other implementations can be utilized without departing from the scope of the disclosure and that structural changes can be made. References in the specification to "one embodiment," "an embodiment,” "an example embodiment,” etc. indicate that the embodiment described can include a particular feature, structure, or characteristic, but every embodiment can not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Furthermore, when a

[0111] Furthermore, the functionality described herein can be performed, in appropriate circumstances, by one or more hardware, software, firmware, digital component or analog component. For example, one or more application specific integrated circuits (ASICs) can be programmed to perform one or more of the systems and programs described herein. Certain terms are used throughout the description and claims to refer to particular systems. As one skilled in the art will appreciate, the components can be referred to by different names. The present document does not intend to distinguish between components that differ in name but not function.

[0112] It should also be understood that the term "example" as used herein is intended to be non-exclusive and non-restrictive in nature. More specifically, the term "example" as used herein refers to one of several examples, and it should be understood that there is no undue emphasis or preference on the particular example described.

[0113] Computer-readable media (also known as processor-readable media) include any non-transitory (e.g., tangible) medium that contributes to providing data (e.g., instructions) that can be read by a computer (e.g., by the computer's processor). Such media can take many forms, including but not limited to non-volatile and volatile media. Computing devices may include computer-executable instructions, which can be executed by one or more computing devices (such as those listed above) and stored on a computer-readable medium.

[0114] Regarding the processes, systems, methods, heuristics, etc., described herein, it should be understood that although the steps of such processes, etc., are described as occurring in a certain ordered order, such processes can be practiced by performing the described steps in a different order than that described herein. It should also be understood that some steps may be performed simultaneously, other steps may be added, or some steps described herein may be omitted. In other words, the description of processes herein is provided for the purpose of illustrating various embodiments and should in no way be construed as limiting the claims.

[0115] Therefore, it should be understood that the above description is intended to be illustrative rather than restrictive. Many embodiments and applications beyond the examples provided will become apparent upon reading the above description. The scope should not be determined by reference to the above description, but rather by reference to the appended claims and the full scope of their equivalents. It is anticipated and expected that the techniques discussed herein will evolve in the future, and the disclosed systems and methods will be incorporated into such future embodiments. In conclusion, it should be understood that modifications and changes are possible with this application.

[0116] Unless explicitly indicated otherwise herein, all terms used in the claims are intended to be given their ordinary meaning as understood by one skilled in the art as described herein. Specifically, unless the claims explicitly limit the recitation to the contrary, the use of singular articles such as “a,” “the,” or “the” should be interpreted as one or more of the elements indicated by the recitation. Unless otherwise specifically stated or otherwise understood in the context of use, conditional language such as, in particular, “can,” “may,” “may,” or “may” is generally intended to express that some embodiments may include certain features, elements, and / or steps, while other embodiments may not include certain features, elements, and / or steps. Therefore, such conditional language is generally not intended to imply that one or more embodiments require each feature, element, and / or step in any way.

[0117] According to embodiments, the processor is further configured to: obtain, after obtaining the deactivation request, a request to reactivate the first automation mode when the second set of vehicle components is operating in the second optimal operating state; determine, in response to obtaining the request to reactivate the first automation mode, a priority position of the first automation mode in the priority order based on the priority information; and adjust the operating state associated with the first set of vehicle components based on the priority position.

[0118] According to embodiments, the transceiver receives the trigger signal from a user device, a vehicle human-machine interface (HMI), or a vehicle control unit.

[0119] According to the present invention, a method comprises: obtaining, by a processor, a first trigger signal associated with a request to activate a first automation mode and a second trigger signal associated with a request to activate a second automation mode; determining, by the processor, in response to obtaining the first trigger signal and the second trigger signal, a first optimal operating state of a first set of vehicle components associated with the first automation mode and a second optimal operating state of a second set of vehicle components associated with the second automation mode; and causing, by the processor, the first set of vehicle components to operate in the first optimal operating state and simultaneously causing the second set of vehicle components to operate in the second optimal operating state when no vehicle components are common between the first set of vehicle components and the second set of vehicle components.

[0120] In one aspect of the present invention, the method comprises: determining that one or more first vehicle components are common between the first set of vehicle components and the second set of vehicle components; determining, in response to determining that the one or more first vehicle components are common between the first set of vehicle components and the second set of vehicle components, a priority order of activating the first automation mode and the second automation mode; determining, based on the priority order, that the second automation mode has a higher activation priority than the first automation mode; and causing, in response to determining that the second automation mode has the higher priority, the one or more first vehicle components to operate in the second optimal operating state and simultaneously causing the remaining vehicle components in the first set of vehicle components to operate in the first optimal operating state.

[0121] According to the present application, there is provided a non-transitory computer readable storage medium having stored thereon instructions that, when executed by a processor, cause the processor to: obtain a first trigger signal associated with a request to activate a first automation mode and a second trigger signal associated with a request to activate a second automation mode; in response to obtaining the first trigger signal and the second trigger signal, determine a first optimal operating state of a first set of vehicle components associated with the first automation mode and a second optimal operating state of a second set of vehicle components associated with the second automation mode; and cause the first set of vehicle components to operate in the first optimal operating state and simultaneously cause the second set of vehicle components to operate in the second optimal operating state when there are no vehicle components that are common between the first set of vehicle components and the second set of vehicle components.

Claims

1. A vehicle comprising: a transceiver configured to receive trigger signals associated with activation and deactivation of a plurality of automation modes associated with the vehicle; and a processor configured to: obtain a first trigger signal associated with a request to activate a first automation mode and a second trigger signal associated with a request to activate a second automation mode; determine, in response to obtaining the first trigger signal and the second trigger signal, a first optimal operating state of a first set of vehicle components associated with the first automation mode and a second optimal operating state of a second set of vehicle components associated with the second automation mode; and cause the first set of vehicle components to operate in the first optimal operating state and simultaneously cause the second set of vehicle components to operate in the second optimal operating state when no vehicle components are common between the first set of vehicle components and the second set of vehicle components.

2. The vehicle of claim 1, further comprising a memory configured to store: a mapping of a plurality of sets of vehicle components to the plurality of automation modes; and operating state information associated with optimal operating states of each vehicle component of the plurality of sets of vehicle components for each automation mode of the plurality of automation modes.

3. The vehicle of claim 2, wherein the processor is further configured to: retrieve the mapping and the operating state information from the memory in response to obtaining the first trigger signal and the second trigger signal; determine the first set of vehicle components and the second set of vehicle components based on the mapping; and determine the first optimal operating state associated with the first set of vehicle components and the second optimal operating state associated with the second set of vehicle components based on the operating state information.

4. The vehicle of claim 1, wherein the processor is further configured to: determine that one or more first vehicle components are common between the first set of vehicle components and the second set of vehicle components; and determine a priority order of activating the first automation mode and the second automation mode in response to determining that the one or more first vehicle components are common between the first set of vehicle components and the second set of vehicle components.

5. The vehicle of claim 4, wherein the processor is further configured to: determine, based on the priority order, that the second automation mode has a higher activation priority than the first automation mode; and cause the one or more first vehicle components to operate in the second optimal operating state and simultaneously cause a remaining set of vehicle components of the first set of vehicle components to operate in the first optimal operating state in response to determining that the second automation mode has the higher priority.

6. The vehicle of claim 4, wherein the priority order is based on a sequence in which the first trigger signal and the second trigger signal are obtained.

7. The vehicle of claim 4, wherein the priority order is based on a user preference obtained from a vehicle user.

8. The vehicle of claim 1, wherein the processor is further configured to: determine an automation-pre operation state associated with at least one of the first set of vehicle components or the second set of vehicle components in response to obtaining at least one of the first trigger signal or the second trigger signal, wherein the automation-pre operation state is a current operation state of the first set of vehicle components and the second set of vehicle components prior to causing the first set of vehicle components and the second set of vehicle components to operate in the first optimal operation state and the second optimal operation state, respectively; and store information associated with the automation-pre operation state.

9. The vehicle of claim 8, wherein the processor is further configured to obtain a third trigger signal associated with a vehicle automation mode deactivation request.

10. The vehicle of claim 9, wherein the processor is further configured to: retrieve the information associated with the automation-pre operation state in response to obtaining the third trigger signal; and restore operation states of the first set of vehicle components and the second set of vehicle components back to their respective automation-pre operation states based on the information in response to obtaining the third trigger signal.

11. The vehicle of claim 9, wherein the processor is further configured to: obtain an input associated with a default operation state of at least one vehicle component in at least one of the first set of vehicle components or the second set of vehicle components; and cause the at least one vehicle component to operate in the default operation state in response to obtaining the third trigger signal.

12. The vehicle of claim 9, wherein the processor is further configured to: obtain a user input associated with a preferred operation state of one or more second vehicle components in at least one of the first set of vehicle components or the second set of vehicle components when the first set of vehicle components operates in the first optimal operation state or the second set of vehicle components operates in the second optimal operation state; and cause the one or more second vehicle components to operate in the preferred operation state in response to obtaining the user input.

13. The vehicle of claim 12, wherein the processor is further configured to cause the one or more second vehicle components to continue operating in the preferred operation state in response to obtaining the third trigger signal.

14. The vehicle of claim 8, wherein the processor is further configured to: obtain a deactivation request to deactivate the first automation mode when the first set of vehicle components operates in the first optimal operation state and the second set of vehicle components operates in the second optimal operation state; and restore an operation state of the first set of vehicle components to a respective automation-pre operation state in response to obtaining the deactivation request.

15. The vehicle of claim 14, wherein the processor is further configured to, in response to obtaining the deactivation request, store priority information associated with a priority position of the first automation mode in an order of priority of the first automation mode and the second automation mode in activating.

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