AUTOMATIC PLANNING AND EXECUTION OF VEHICLE PICK-UP AND DROP-OFF SERVICES

Abstract

A method for the automatic planning and execution of pick-up and drop-off services includes receiving passenger transport data. This passenger transport data includes passenger data and destination data. The method also includes identifying a variety of restricted access areas along the infrastructure using the destination data. The method further includes determining a transfer point based on the numerous restricted access areas and the passenger data. The transfer point is the location where the passenger transfers from the vehicle to the pedestrian area outside the vehicle. The method also includes instructing the vehicle to move towards the transfer point and to stop once it has reached the transfer point.

Description

INTRODUCTION

[0001] The present disclosure relates to a vehicle system and method for automatically scheduling and executing pick-up and drop-off services.

[0002] This introduction generally presents the context of the disclosure. Works of the presently named inventors, to the extent described in this introduction, as well as aspects of the description that may not otherwise be considered prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against this disclosure.

[0003] Some vehicles sometimes transport passengers who need to be picked up or dropped off near infrastructure, such as an airport terminal. In these situations, the vehicles stop just before the infrastructure to allow the passenger to enter or exit the infrastructure.

[0004] It is therefore desirable to develop a system and method for automatically planning and executing passenger pick-up and drop-off services. SUMMARY

[0005] A system comprising one or more computers may be configured to perform particular operations or actions by having software, firmware, hardware, or a combination thereof installed on the system that, in operation, causes the system to perform the actions. One or more computer programs may be configured to perform particular operations or actions because they include instructions that, when executed by a data processing device, cause the device to perform the actions. One general aspect includes a method for scheduling pickup and drop-off services. The method also includes receiving passenger transportation data. This passenger transportation data includes passenger data and destination data.The passenger data includes information about a person who will move between a vehicle and a pedestrian area external to the vehicle, where the pedestrian area external to the vehicle is located next to infrastructure. The destination data includes information about the infrastructure and an area immediately adjacent to the infrastructure. The method also includes detecting a plurality of restricted access areas along the infrastructure using the destination data. The vehicle must not stop in any of the restricted access areas. The method also includes determining an interchange location based on the plurality of restricted access areas and the passenger data. The interchange location is the location where the passenger transfers from the vehicle to the pedestrian area external to the vehicle. The method includes performing a control operation in response to determining the interchange location.The control process may consist of instructing the vehicle to move toward the interchange location and to stop once it reaches the interchange location. Alternatively, the control process may consist of instructing the user interface to display a interchange location on a map. Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the method.

[0006] Implementations may include one or more of the following features. The method may include filtering the plurality of restricted access areas to determine a plurality of available stopping sections along the infrastructure. The method may include determining the time required for the passenger to transfer from the vehicle to the pedestrian area outside the vehicle. The optimal unrestricted transfer point is a position that results in a minimum distance from the vehicle to an entrance to the infrastructure. The method may include determining a midpoint of a length for each of the plurality of available stopping sections. The method may include determining the midpoint of the length of each of the plurality of available stopping sections.The method may include filtering out sections whose length is less than a predetermined length threshold to determine a plurality of possible stopping sections. The method may include determining a distance from the midpoint of the length of each of the plurality of possible stopping sections to the optimal transfer point without restriction to determine a plurality of section distances. The method may include determining, for each of the plurality of possible stopping sections, a probability that the plurality of possible stopping sections are available when the vehicle reaches a corresponding one of the plurality of possible stopping sections to determine a plurality of available probabilities.The method may include sorting the plurality of possible stopping sections based on a ratio between the distance from the midpoint of length of each of the plurality of possible stopping sections to the optimal transfer point without constraint and the probability that the plurality of possible stopping sections are available when the vehicle reaches a corresponding one of the plurality of possible stopping sections.The method may include: determining which of the plurality of possible stopping sections has a smallest value ratio between the distance from the midpoint of the length of each of the plurality of possible stopping sections to the optimal transfer point without constraint and the probability that the plurality of possible stopping sections are available when the vehicle reaches a corresponding one of the plurality of possible stopping sections, and selecting the plurality of possible stopping sections having the smallest value of the ratio between the distance from the midpoint of the length of each of the plurality of possible stopping sections to the optimal transfer point without constraint and the probability that the plurality of possible stopping sections are available when the vehicle reaches a corresponding one of the plurality of possible stopping sections to determine a selected possible stopping section.The selected potential stopping section is referred to as a transfer location, and the method further includes instructing the vehicle to move to the potential stopping section. Implementations of the described techniques may include hardware, a method or process, or computer software on a computer-accessible medium.

[0007] The present disclosure further describes a vehicle with sensors and a control unit connected to the sensors. The control unit is programmed to execute the method described above.

[0008] Further areas of applicability of the present disclosure will become apparent from the detailed description below. It should be understood that the detailed description and specific examples are for illustrative purposes only and are not intended to limit the scope of the disclosure.

[0009] The above features and advantages, as well as other features and advantages of the presently disclosed system and method, are readily apparent from the detailed description, including the claims, and from the exemplary embodiments when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The present disclosure will be better understood from the detailed description and the accompanying drawings, in which: Fig. 1 a block diagram representing a vehicle. Fig. 2 is a block diagram showing the vehicle 10 from Fig. 1, which moves to a transfer point next to an infrastructure. Fig. 3 a flowchart of a procedure for the automatic planning and execution of pick-up and drop-off services. Fig. 4 a flowchart of a method for estimating the time required for pick-up or drop-off. DETAILED DESCRIPTION

[0011] Reference will now be made in detail to several examples of the disclosure, which are illustrated in the accompanying drawings. Wherever possible, the same or similar reference characters are used throughout the drawings and the description to refer to the same or similar parts or steps.

[0012] With reference to Fig. 1, a vehicle 10 generally includes a chassis 12, a body 14, and front and rear wheels 17, and may be referred to as a vehicle system. In the illustrated embodiment, the vehicle 10 includes two front wheels 17a and two rear wheels 17b. The body 14 is disposed on the chassis 12 and substantially encloses components of the vehicle 10. The body 14 and the chassis 12 may together form a frame. The wheels 17 are each pivotally connected to the chassis 12 near a corresponding corner of the body 14. The vehicle 10 has a front axle 19 connected to the front wheels 17a and a rear axle 25 connected to the rear wheels 17b.

[0013] The vehicle 10 may be an autonomous vehicle or a manually controlled vehicle, and a control system 98 is installed in the vehicle 10. The system 98 may be referred to as the system. The vehicle 10 is, for example, a vehicle that is automatically controlled to transport passengers from one location to another. The vehicle 10 is illustrated as a pickup truck in the embodiment shown. However, it should be understood that other vehicles, including trucks, sedans, coupes, SUVs, RVs, etc., may be used. In one embodiment, the vehicle 10 may include a so-called level two, level three, level four, or level five automated driving system.A Level 4 system indicates a "high degree of automation" and refers to the driving mode-specific execution of aspects of the dynamic driving task by an automated driving system, even if a human driver does not respond appropriately to a request for intervention. A Level 5 system indicates "full automation," meaning that an automated driving system fully executes aspects of the dynamic driving task under a range of road and environmental conditions that can be handled by a human driver. In Level 3 vehicles, the system 98 performs the entire dynamic driving task (DDT) within the range for which it is designed. In Level 2 vehicles, the systems assist with steering, braking / acceleration, lane keeping, and adaptive cruise control. However, even when these systems are activated, the vehicle driver must drive and constantly monitor the automatic functions.

[0014] As illustrated, the vehicle 10 generally includes a propulsion system 20, a transmission system 22, a steering system 24, an anti-lock braking system (ABS) 26, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one controller 34, and a communication system 36. The steering system 24 is a steer-by-wire system. The propulsion system 20, in various embodiments, may include an electric machine, such as a traction motor, and / or a fuel cell propulsion system. The vehicle 10 may further include a battery (or battery pack) 21 electrically connected to the propulsion system 20. Accordingly, the battery 21 is configured to store electrical energy and supply electrical energy to the propulsion system 20. In certain embodiments, the propulsion system 20 may include an internal combustion engine.The transmission system 22 is configured to transfer the power of the drive system 20 to the vehicle wheels 17 according to selectable gear ratios. According to various embodiments, the transmission system 22 may be a stepped automatic transmission, a continuously variable transmission, or other suitable transmission. The ABS 26 is configured to provide braking torque to the vehicle wheels 17. The ABS 26 may, in various embodiments, include friction brakes, an EMB, a regenerative braking system such as an electric machine, and / or other suitable braking systems. The steering system 24 influences the position of the vehicle wheels 17 and may include a steering wheel 33. Although a steering wheel 33 is shown for illustrative purposes, the steering system 24 may not include a steering wheel 33 in some embodiments contemplated within the scope of the present disclosure.

[0015] The sensor system 28 includes one or more sensors 40 (i.e., sensor units) that detect perceptible conditions of the external environment and / or the internal environment of the vehicle 10. The sensors 40 are in communication with the controller 34 and may, in particular, include one or more steering wheel sensors 45, one or more radars, one or more lidar sensors, one or more proximity sensors, one or more wheel speed sensors, one or more odometers, one or more GPR sensors, one or more steering angle sensors, GNSS transceivers (e.g., one or more GPS transceivers), one or more tire pressure sensors, one or more throttle position sensors, one or more cameras 41 (e.g.,Eye trackers), one or more gyroscopes, one or more accelerometers, one or more inclinometers, one or more speed sensors, one or more ultrasonic sensors, one or more inertial navigation systems (IMUs), one or more night vision devices, thermal imaging sensors, and / or other sensors. Each sensor 40 is configured to generate a signal indicative of the sensed perceptible conditions of the external environment and / or the internal environment of the vehicle 10. Because the sensor system 28 provides data to the controller 34, the sensor system 28 and its sensors 40 are considered sources of information (or simply sources). The vehicle 10 and / or the system 98 do not include any light sensors capable of sensing light inside the vehicle 10.

[0016] The actuator system 30 includes one or more actuators 42 that control one or more vehicle functions, in particular the drive system 20, the transmission system 22, the steering system 24, and the ABS 26. In various embodiments, the vehicle functions may also include interior and / or exterior functions of the vehicle, in particular doors, a trunk, and cabin functions such as ventilation, music, lighting, etc. The actuator 42 may include a throttle valve.

[0017] The data storage device 32 stores data used for the automatic control of the vehicle 10. In various embodiments, the data storage device 32 stores defined maps of the drivable environment. In various embodiments, the defined maps may be predefined and retrieved by a remote system. For example, the defined maps may be compiled by the remote system, transmitted (wirelessly and / or wired) to the vehicle 10, and stored in the data storage device 32. The data storage device 32 may be part of the controller 34 or detached from it, or it may be part of the controller 34 and part of a separate system.

[0018] The vehicle 10 may further include one or more airbags 35 in communication with the controller 34 or another controller of the vehicle 10. The airbag 35 includes an inflatable bladder and is configured to transition between a stowed and a deployed configuration to cushion the effects of an external force applied to the vehicle 10. The sensors 40 may include an airbag sensor, such as an IMU, configured to detect an external force and generate a signal indicative of the magnitude of that external force. The controller 34 is configured to command the airbag 35 to deploy based on the signal from one or more sensors 40, e.g., the airbag sensor. Accordingly, the controller 34 is configured to determine when the airbag 35 has deployed.

[0019] The controller 34 includes at least one processor 44 and a non-transitory, computer-readable storage device or medium 46. The processor 44 may be a custom-built or off-the-shelf processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among multiple processors connected to the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally a device for executing instructions. The computer-readable storage device or medium 46 may include volatile and non-volatile storage, such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the processor 44 is powered off.The computer-readable storage device or medium 46 may be implemented using any of a variety of storage devices, such as PROMs (programmable read-only memories), EPROMs (erasable PROMs), EEPROMs (electrically erasable PROMs), flash memory, or other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which may be executable instructions used by the controller 34 to control the vehicle 10. The controller 34 of the vehicle 10 may be referred to as a vehicle controller and may be programmed to implement methods 100 (. Fig. 3) and procedure 200 ( Fig. 4), as described in detail below.

[0020] The instructions may comprise one or more separate programs, each comprising an ordered collection of executable instructions for implementing logical functions. When executed by the processor 44, the instructions receive and process signals from the sensor system 28, perform logic, calculations, methods, and / or algorithms to automatically control the components of the vehicle 10, and generate control signals for the actuator system 30 to automatically control the components of the vehicle 10 based on the logic, calculations, methods, and / or algorithms. Although in Fig. 1 depicts only a single controller 34, embodiments of the vehicle 10 may include a plurality of controllers 34 that communicate and cooperate via a suitable communication medium or combination of communication media to process the sensor signals, perform logic, calculations, methods, and / or algorithms, and generate control signals to automatically control functions of the vehicle 10. In various embodiments, one or more instructions of the controller 34 are included in the control system 98.

[0021] The vehicle 10 includes a user interface 23, which may be a touchscreen in the dashboard. The user interface 23 may, in particular, include an alarm, such as one or more speakers 27 for emitting an audible tone, haptic feedback in a vehicle seat or other object, one or more displays 29, one or more microphones 31, and / or other devices suitable for providing notification to the vehicle user of the vehicle 10. The user interface 23 is in electronic communication with the controller 34 and is configured to receive inputs from a vehicle occupant 11 (e.g., a vehicle driver or a passenger). The user interface 23 may, for example, include a touchscreen and / or buttons configured to receive inputs from a vehicle occupant 11.Accordingly, the controller 34 is configured to receive user inputs via the user interface 23. The vehicle 10 may include one or more displays 29 configured to display information to the vehicle occupant 11 (e.g., the driver or passenger), and may be a head-up display (HUD).

[0022] The communication system 36 is in communication with the controller 34 and is configured to wirelessly communicate information to and from other remote vehicles 48, including, but not limited to, other vehicles (“V2V” communication), infrastructure (“V2I” communication), remote systems at a remote call center (e.g., ON-STAR from GENERAL MOTORS), and / or personal electronic devices such as a cellular phone. In the present disclosure, the term “remotely operated vehicle” refers to a vehicle, such as a car, configured to send one or more signals to the vehicle 10 without being physically connected to the vehicle 10. In certain embodiments, the communication system 36 is a wireless communication system and is configured to communicate over a wireless local area network (WLAN) using IEEE 802.11 standards or using radio data communication.However, additional or alternative communication methods such as a DSRC channel are also conceivable within the scope of the present disclosure. DSRC channels refer to one-way or two-way wireless communication channels with short to medium range that were specifically developed for use in vehicles, as well as to corresponding protocols and standards. Accordingly, the communication system 36 may include one or more antennas and / or communication transceivers 37 for receiving and / or transmitting signals, such as Cooperative Sensing Messages (CSMs). The communication transceivers 37 may be considered sensors 40. The communication system 36 is configured to wirelessly transmit information between the vehicle 10 and another vehicle. Furthermore, the communication system 36 is configured to wirelessly transmit information between the vehicle 10 and the infrastructure or other vehicles.

[0023] With reference to Fig. 2, the system 98 of the vehicle 10 is configured to automatically plan and execute pick-up and drop-off services. The system 98 records the preferences and needs of the passengers, identifies locations available for pick-up or drop-off directly adjacent to an infrastructure 90 (e.g., a building), selects the best available location using an optimization approach, and commands the vehicle 10 to execute the maneuver to move to the best available location. The infrastructure 90 typically includes an entrance 92 (e.g., stairs, doors, etc.). Ideally, the vehicle 10 stops at a location directly in front of the entrance 92 of the infrastructure 90 (i.e., the optimal transfer point 94 marked with a star). However, the optimal transfer point 94 is not always available. The locations along the infrastructure 90 that are not available are referred to as restricted access areas 96.In particular, the vehicle 10 cannot stop in a restricted access area 96 if regulations (e.g., a no-parking sign) prohibit it, if a pedestrian or another vehicle is already occupying that spot, if the spot is in front of an entrance, etc. The system 98 therefore applies a passenger pick-up and drop-off optimization algorithm to determine the best place to drop off and / or pick up passengers based on the distance to the spot closest to the destination (e.g., the optimal transfer point 94 marked with a star) and the length of the available spots. The system 98 also determines the probability that the spot is available when the vehicle 10 arrives there.

[0024] System 98 initially collects passenger drop-off and pick-up requests (i.e., passenger transport data) and calculates the time required. Special conditions include carrying heavy objects, children traveling with the vehicle, disabilities, the need to open the trunk, and weather conditions. System 98 then uses the situation to identify the closest location to the destination. The destination can be the entrance door to a facility, a wheelchair ramp, or the stairs. System 98 then estimates how much time may be required for drop-off and pick-up. This time estimate is based on any special assistance a customer may require (e.g., someone with a disability or who is ill), or on the items the customer needs to load or unload.Next, the system 98 finds all available locations for dropping off and picking up a passenger (i.e., the available stopping sections 88) on a strip near the destination (e.g., entrance 92 of the infrastructure 90). The system 98 takes into account traffic signs, fire hydrants, driveways, and any restrictions that must be observed when stopping. The system 98 checks whether the available locations (i.e., the available stopping sections 88) for dropping off or picking up have stopping time restrictions that are less than the estimated drop-off or pick-up time. Furthermore, the system 98 assesses whether a stop is legal based on the estimated drop-off and pick-up time at the identified free location. The system 98 also calculates the probability that the stopping sections 88 are available when the vehicle 10 arrives at the stopping section 88.The 98 system can communicate with passengers to schedule drop-off and pick-up locations at high-traffic venues such as concerts, stadiums, shopping malls, etc.

[0025] With reference to Fig. 2 and Fig. 3 is in Fig. 3 shows a flowchart of a method 100 for the automatic planning and execution of pick-up and drop-off services and is described with reference to Fig. 3. The method 100 begins in block 102. In block 102, the controller 34 receives passenger transportation data, including passenger data. The passenger data includes information about a person who will be moving between the vehicle 10 and a pedestrian area 82 external to the vehicle 10 near the destination. The pedestrian area 82 may be located on the sidewalk 86 between the infrastructure 90 and a roadway 84. The vehicle 10 is moving on the roadway 84. In other words, the controller 34 collects all passenger requests (i.e., the passenger data). In particular, the passenger requests may include information about a passenger's disability, whether the passenger is carrying heavy objects, whether the passenger is accompanied by one or more minors (e.g., infants), etc. The passenger data may also include information that identifies the user (i.e., the prospective passenger) upon pickup.For example, facial recognition may be used to identify the user being picked up. The passenger data may also include other identifying information about the person or party being picked up by vehicle 10. The method 100 then proceeds to block 104.

[0026] In block 104, the controller 34 receives destination data that includes information about the infrastructure 90 and the area directly adjacent to the infrastructure 90. Using the destination data, the controller 34 determines all restrictions along the infrastructure 90 and thus also the restricted access areas 96 along the infrastructure 90. In particular, the restrictions can be due to driveways, prohibition signs, locations in front of fire hydrants, etc. The sensor system 28 (e.g., cameras 41) can be used to find objects that indicate no-stopping zones, such as fire hydrants, driveways, pedestrians, etc. In addition, the sensor system 28 can use sign recognition to detect time and other restrictions along available stopping sections 88 near the infrastructure 90. The sensor system 28 can use gesture recognition to interpret parking-related gestures from law enforcement officers.Using the destination data, controller 34 identifies and locates the restricted access areas 96 near infrastructure 90. As previously mentioned, vehicle 10 cannot stop in the restricted access areas 96. Method 100 then proceeds to block 106.

[0027] In block 106, the controller 34 filters out the restricted access areas 96 to determine available stopping sections 88 along the infrastructure 90. The method 100 then proceeds to block 108. In block 106, the boundaries of the possible stopping sections 88 are further determined based on the restricted access area data 96. In block 108, the controller 34 uses the passenger data to determine the time required for the passenger to transfer from the vehicle 10 to the pedestrian area 82 outside the vehicle 10. In other words, the controller 34 determines the time required to pick up or drop off the passenger based on the passenger requests. The method 100 then proceeds to block 110.

[0028] In block 110, the controller 34 determines (e.g., calculates) an optimal interchange point 94 without constraints. The optimal interchange point 94 without constraints is a position that results in a minimum distance between the vehicle 10 and the entrance 92 (e.g., door, stairs, wheelchair ramp, etc.) of the infrastructure 90, the passenger's location, or the location specified by the user for pick-up and / or drop-off. In particular, the optimal interchange point 94 may be determined by drawing a straight line from the entrance 92 of the infrastructure 90 orthogonal to a portion of the roadway 84 adjacent to the infrastructure 90. As previously mentioned, the optimal interchange point 94 without constraints is indicated by an asterisk. The method 100 then proceeds to block 112.

[0029] In block 112, the controller 34 determines (e.g., calculates) a center point 80 of a length Li of each of the available stopping sections 88 using the previously determined boundaries of the available stopping sections 88. The i in Li is between 1 and N, where N is the number of available stopping sections 88 recognized by the system 98. The center points 80 are marked with an X. In block 114, the controller 34 determines (e.g., calculates) the length Li of each of the available stopping sections 88 using the previously determined boundaries of the available stopping sections 88. It is contemplated that the controller 34 may execute block 114 before or after block 112, if appropriate. The method 100 then proceeds to block 116.

[0030] In block 116, the controller 34 compares the length Li of each of the available stopping sections 88 to a predetermined length threshold to determine which of the available stopping sections 88 has a length Li less than the predetermined length threshold. The predetermined length threshold corresponds to the length of the vehicle 10 plus a predetermined additional length for maneuverability. The controller 34 then filters out the available stopping sections 88 whose length is less than a predetermined length threshold to determine a plurality of possible stopping sections (if any). The method 100 then proceeds to block 118.

[0031] In block 118, the controller 34 determines whether there are any possible stopping sections. If there are no possible stopping sections 88, the method 100 proceeds to block 120. In block 120, the controller 34 commands the vehicle 10 to move forward autonomously and search for other available locations. Alternatively, the controller 34 commands the vehicle 10 to stop or slow down for available possible stopping sections. If there are one or more possible stopping sections, the method 100 proceeds to block 122. In block 122, the controller 34 determines the distance Di from the center point 80 of the longitude Li of each of the possible stopping sections 88 to the optimal transfer point 94 without constraint. These distances Di may be referred to as section distances Di. The i in the term Di ranges from 1 to N, where N is the number of available stopping sections 88 detected by the system 98. The method 100 then proceeds to block 124.

[0032] In block 124, the controller 34 determines, for each possible stopping section 88, the probability Pi that the possible stopping sections 88 are available when the vehicle 10 reaches the possible stopping section 88. To do this, the controller 34 uses a predictor such as a neural network. The predictor (e.g., the neural network) uses several inputs, such as the vehicle speed, the vehicle location, the vehicle heading angle, the vehicle speed, the location, speed, and heading of all other actors (e.g., other vehicles and pedestrians), the location of the center point 80 of the possible stopping section 88, and whether other vehicles have activated their left or right turn signals and / or whether the backup lights of other vehicles are activated. The method 100 then proceeds to block 126.

[0033] In block 126, the controller 34 sorts the possible stopping sections 88 (in ascending order) based on a ratio (Di / Pi) between the distance Di from the center point 80 of the length Li of each of the possible stopping sections 88 to the optimal transfer point 94 without constraint and the probability Pi that the possible stopping sections 88 are available when the vehicle reaches the respective possible stopping section 88. The method 100 then proceeds to block 128.

[0034] In block 128, the controller 34 selects the possible stopping section 88 with the lowest value of the ratio (Di / Pi) between the distance Di from the center 80 of the length Li of each of the possible stopping sections 88 to the optimal transfer point 94 without constraint and the probability Pi that the possible stopping sections 88 are available when the vehicle reaches the respective possible stopping section 88. The method 100 then proceeds to block 130.

[0035] In block 130, the controller 34 determines whether the user (i.e., the person to be picked up or dropped off) has any objections to the selected possible stopping section 88. The customer may enter the objection to the selected possible stopping section 88, for example, via a mobile electronic device or the user interface 23 of the vehicle 10. If the user objects to the selected possible stopping section 88, the method 100 returns to block 128. In block 128, the controller 34 selects the next possible stopping section 88 from the ordered list. If the user does not object to the selected possible stopping section 88, the method 100 proceeds to block 132. In block 132, the controller commands the user interface 23 to mark the selected stopping section 88 on a map to assist the driver in driving to and parking at the selected location.Alternatively, the controller 34 commands the vehicle 10 to move autonomously to the selected possible stopping section 88. Furthermore, the controller 34 commands the vehicle 10 to stop autonomously once the vehicle 10 reaches the selected possible stopping section 88.

[0036] Fig.4 is a method 200 for estimating the time required for pick-up or drop-off, as described above with respect to block 108. The method 200 begins in block 202. In block 202, the user is asked how much time they need for pick-up or drop-off. The method 200 then proceeds to block 204. In block 204, the user is optionally asked for the items being carried (e.g., quantity, weight, size, etc.). The user has the choice of entering this information (i.e., the items being carried) or skipping this step. The method 200 then proceeds to block 206. In block 206, the response in block 204 determines whether the user is carrying any items. If the user is carrying any items, the method 200 proceeds to block 208. If necessary, the controller 34 adds a predetermined time value to the user-requested time in block 208.If the user is not carrying any items, the method 200 proceeds to block 210. The method 200 also proceeds to block 210 after execution of block 208. In block 210, the user is asked if they require any special assistance (e.g., if they have a disability or are ill) that might require additional time during pick-up or drop-off. The user has the choice to enter the information or skip this step if they do not require this assistance. The method 200 then proceeds to block 212. In block 212, the controller 34 determines whether the user requires any special assistance. If the user requires special assistance, the method 200 proceeds to block 214. In block 214, a predetermined time value is added to the time requested by the user, if necessary. The method 200 then proceeds to block 216. The method 200 also proceeds to block 216 after execution of block 212.In block 216, the controller 34 uses the sensor data from sensors 40 to detect and identify the items carried by the user. The method 200 then proceeds to block 218. In block 218, the controller 34 queries a database for the average time required to load carried items into the vehicle 10. The method 200 then proceeds to block 220. In block 220, the controller 34 determines whether the information about the average time required to load the carried items into the vehicle 10 is available, which information was retrieved from a database. If the information about the average time required to load the carried items into the vehicle 10 is not found, the method 200 proceeds to block 222. In block 222, the estimate of the pick-up or drop-off time is not updated.If the information about the average time required to load the items carried into the vehicle 10 is found, the method 200 proceeds to block 224. In block 224, the controller 34 makes a decision about the time estimate based on the average time required to load the items carried by the user into the vehicle 10 and, if necessary, updates the time requested by the user in block 202.

[0037] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms encompassed by the claims. The terms used in the specification are to be interpreted as descriptive rather than limiting, and it is understood that various changes may be made without departing from the spirit or scope of the present disclosure. As previously described, the features of various embodiments may be combined to form additional embodiments of the presently disclosed system and method that may not be expressly described or illustrated. Although various embodiments may be different with respect to one or more desired characteristics.are described as advantageous or preferred over other prior art embodiments or implementations, one of ordinary skill in the art will appreciate that one or more features or characteristics may be sacrificed to achieve the desired overall system characteristics, depending on the particular application and implementation. These characteristics may include, but are not limited to, cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, usability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other prior art embodiments or implementations with respect to one or more characteristics are not outside the scope of the disclosure and may be desirable for certain applications.

[0038] The drawings are simplified and not to scale. For the sake of simplicity and clarity, directional designations such as top, bottom, left, right, upward, above, above, below, below, back, and front may be used with reference to the drawings. These and similar directional designations should not be construed as limiting the scope of the disclosure in any way.

[0039] Embodiments of the present disclosure are described herein. It should be understood, however, that the disclosed embodiments are merely examples, and other embodiments may take various and alternative forms. The figures are not necessarily to scale. Some features may be larger or smaller to show details of particular components. Therefore, the specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the presently disclosed system and method. As is known to one of ordinary skill in the art, various features illustrated and described with reference to one of the figures may be combined with features illustrated in one or more other figures to form embodiments not expressly illustrated or described.The illustrated feature combinations provide representative embodiments for typical applications. However, for particular applications or implementations, various combinations and modifications of the features consistent with the teachings of this disclosure may be desired.

[0040] Embodiments of the present disclosure may be described herein in terms of functional and / or logical block components and various processing steps. It should be understood that such block components may be implemented by a variety of hardware, software, and / or firmware components configured to perform the specified functions. For example, an embodiment of the present disclosure may utilize various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, lookup tables, or the like, which may perform a variety of functions under the control of one or more microprocessors or other controllers.Furthermore, those skilled in the art will appreciate that embodiments of the present disclosure may be used in connection with a variety of systems, and that the systems described herein are merely exemplary embodiments of the present disclosure.

[0041] For the sake of brevity, techniques for signal processing, data fusion, signaling, control, and other functional aspects of the systems (and the individual operating components of the systems) may not be described in detail here. Furthermore, the connecting lines shown in the various figures are intended to represent exemplary functional relationships and / or physical connections between the various elements. It should be understood that alternative or additional functional relationships or physical connections may exist in an embodiment of the present disclosure.

[0042] This description is for illustrative purposes only and is not intended to limit the disclosure, its application, or its utility in any way. The broad teachings of the disclosure may be embodied in a variety of forms. While this disclosure includes specific examples, its true scope should not be limited thereto, since other modifications will become apparent upon review of the drawings, the specification, and the following claims. legend

[0043] In the drawings, N stands for No and Y stands for Yes.

Claims

[1] Procedures for scheduling pick-up and drop-off services, comprising: Receiving passenger transport data, wherein the passenger transport data comprises passenger data and destination data, the passenger data comprises information about a person who will move between a vehicle and a pedestrian area outside the vehicle, the pedestrian area outside the vehicle is located next to infrastructure, and the destination data comprises information about the infrastructure and an area directly next to the infrastructure; Detecting a plurality of restricted access areas along the infrastructure using the destination data, whereby the vehicle is not permitted to stop in any of the plurality of restricted access areas; Determining an interchange location based on the plurality of restricted access areas and the passenger data, wherein the interchange location is the location where the passenger transfers from the vehicle to the pedestrian area outside the vehicle; and Instructing the vehicle to perform a steering action in response to determining the transfer location. [2] The method of claim 1, further comprising filtering the plurality of restricted access areas to determine a plurality of available stopping sections along the infrastructure, wherein the controlling act is to command a user interface of the vehicle to display the transfer location on a map. [3] The method of claim 2, further comprising determining the time required for the passenger to move from the vehicle to the pedestrian area outside the vehicle. [4] The method of claim 3, further comprising determining an optimal transfer point without limitation. [5] The method of claim 4, further comprising determining a midpoint of a length of each of the plurality of available holding sections. [6] The method of claim 5, further comprising determining a length of each of the plurality of available holding sections. [7] The method of claim 6, further comprising filtering out sections whose length is less than a predetermined length threshold to determine a plurality of possible stopping sections. [8] The method of claim 7, further comprising determining a distance from the midpoint of the length of each of the plurality of possible stopping sections to the optimal transfer point without limitation to determine a plurality of section distances. [9] The method of claim 8, further comprising determining, for each of the plurality of possible stopping sections, a probability that the plurality of possible stopping sections are available when the vehicle reaches a corresponding one of the plurality of possible stopping sections to determine a plurality of available probabilities. [10] The method of claim 9, further comprising sorting the plurality of possible stopping sections based on a ratio between the distance from the midpoint of length of each of the plurality of possible stopping sections to the optimal transfer point without constraint and the probability that the plurality of possible stopping sections are available when the vehicle reaches a corresponding one of the plurality of possible stopping sections.

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