Method for operating a vehicle in a rest-promoting manner

Abstract

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

Description

INTRODUCTION

[0001] The present invention relates to the operation of autonomous and semi-autonomous vehicles and in particular to a method according to the preamble of claim 1 for operating a vehicle in a manner conducive to the rest of at least one passenger, as is essentially known from DE 10 2021 133 534 A1.

[0002] Further state of the art can be found in the documents DE 10 2021 202 123 A1 and US 2024 / 0 023 816 A1.

[0003] During long journeys, it is common for one or more vehicle passengers to sleep or otherwise rest for a significant duration of the trip. Certain vehicle conditions and operations work against providing restful conditions while still efficiently performing standard vehicle operations. For example, interior lighting may be unconducive to resting, while a minimal level of interior lighting may be required for vehicle operation.

[0004] As autonomous and semi-autonomous vehicle operations become more widespread, more automated control of vehicle conditions and operations can be performed, requiring less manual control. In some cases, this may enable conditions better suited to passengers at rest without compromising the vehicle's operational control.

[0005] Thus, it is desirable to provide a system that enables the vehicle to be operated in a manner conducive to the rest of one or more passengers without compromising primary vehicle operations. SUMMARY

[0006] According to the invention, a method for operating a vehicle is presented, which is characterized by the features of claim 1.

[0007] The method includes entering a rest mode and changing at least one vehicle condition to be more conducive to resting. The method identifies a body position of a first passenger and determines a first body vector from the body position to a first vehicle reference point. The method determines, based at least in part on the first body vector, a travel route configured to minimize at least one rest disturbance factor and initiates the determined travel route.Determining the travel route includes identifying a plurality of potential travel routes, identifying an estimated force vector of each change in direction of travel of each potential travel route in the plurality of potential travel routes, and selecting the travel route from the plurality of potential travel routes based at least in part on a total opposing force vector between the force vectors of each potential travel route and the first body vector.

[0008] In addition to one or more of the features described herein, the body position is a center point of a forehead and the vehicle reference point is a position on a head restraint.

[0009] In addition to one or more of the features described herein, the method further includes identifying the body position of a second passenger and determining a second body vector from the body position of the second passenger to a second vehicle reference point.

[0010] In addition to one or more of the features described here, the total counterforce vector of each potential path ignores all force vectors below a threshold amount.

[0011] In addition to one or more of the features described herein, the threshold amount is a static threshold value stored in a vehicle memory.

[0012] In addition to one or more of the features described herein, the threshold amount is a dynamic threshold that depends at least in part on a magnitude of the first body vector.

[0013] In addition to one or more of the features described herein, selecting the route is based at least in part on an expected average speed of each potential route and / or on an expected average roughness of each potential route and / or on an expected noise level of each potential route and / or on an expected smoothness of travel of each expected route.

[0014] In addition to one or more of the features described herein, changing at least one vehicle condition includes changing an interior light of the vehicle, and / or changing an interior volume of the vehicle, and / or changing a speed of the vehicle, and / or changing an aggressiveness of at least one automated vehicle system.

[0015] In addition to one or more of the features described herein, changing the interior volume includes decreasing an audio output volume and / or playing a white noise and / or actively suppressing an exterior noise.

[0016] In addition to one or more of the features described herein, changing the at least one vehicle condition further includes communicating with at least one third-party device, thereby causing the at least one third-party device to change a third-party device setting.

[0017] In addition to one or more of the features described herein, determining the route further includes identifying a target arrival time, wherein the route maximizes the expected travel time while completing the route before the target arrival time.

[0018] In addition to one or more of the features described herein, the method further includes receiving at least one additional vehicle condition change from the first passenger and storing the at least one additional vehicle condition change in a memory such that subsequent iterations of the method apply the at least one additional vehicle condition.

[0019] In addition to one or more of the features described herein, the method further includes determining a unique identity of the first passenger, and wherein changing the at least one vehicle condition to be more conducive to resting comprises determining rest mode settings of the first passenger using the unique identity of the first passenger and applying the rest mode settings of the first passenger to the vehicle.

[0020] In addition to one or more of the features described herein, determining the route configured to minimize at least one rest disturbance factor based at least in part on the first body vector comprises identifying a plurality of potential routes, calculating a rest score of each potential route, and selecting a potential route having a best rest score as the route.

[0021] According to another exemplary embodiment, a vehicle includes a controller having at least one automated vehicle operating system configured to cause the controller to perform a method including the steps of entering a rest mode and changing at least one vehicle condition to be more conducive to resting, identifying a body position of a first passenger and determining a first body vector from the body position to a first vehicle reference point, determining a travel route configured to minimize at least one rest disturbance factor based at least in part on the first body vector, and initiating the determined travel route.

[0022] In addition to one or more of the features described herein, the body position is a center point of a forehead and the vehicle reference point is a position on a head restraint.

[0023] In addition to one or more of the features described herein, determining the route includes identifying a plurality of potential routes, calculating a rest rating of each potential route, and selecting a potential route with a best rest rating as the route.

[0024] In addition to one or more of the features described herein, determining the travel route includes identifying a plurality of potential travel routes and identifying an estimated force vector of each change in direction of travel of each potential travel route in the plurality of potential travel routes and selecting the travel route from the plurality of potential travel routes based at least in part on a total opposing force between the force vectors of each potential travel route and the first body vector.

[0025] In addition to one or more of the features described here, the total counterforce vector of each potential path ignores all force vectors below a threshold amount.

[0026] The above features and advantages and other features and advantages of the invention will become readily apparent from the following detailed description when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Further features, advantages and details appear only as examples in the following detailed description, which refers to the drawings; they show: Fig. 1 is a schematic plan view of a motor vehicle including a control process configured to operate the vehicle in a manner conducive to rest; Fig. 2 a high-level flowchart illustrating the control process for operating the vehicle in a manner conducive to rest; Fig. 3 a set of two possible routes to a destination; Fig. 4 resting passengers in a vehicle; Fig. 5 shows a detailed exemplary embodiment for operating the vehicle in a manner conducive to rest; Fig. 6 illustrates an exemplary process for determining a mean rest position among all positions in the vehicle according to one embodiment; Fig. 7 illustrates an exemplary process for determining a restability score according to one embodiment; and Fig. 8 illustrates an exemplary process for determining whether a passenger is resting, according to one embodiment. DETAILED DESCRIPTION

[0028] The following description is merely exemplary in nature. It is understood that corresponding reference characters indicate like or corresponding parts and features throughout the drawings.

[0029] According to exemplary embodiments, methods, apparatus, and systems are provided for identifying one or more resting passengers in a vehicle and responding to the identification by placing the vehicle in a rest mode. The rest mode changes physical conditions within the vehicle (e.g., reducing lighting and volume).

[0030] Additionally, the rest mode identifies a body position of the one or more vehicle occupants relative to a reference point within the vehicle. Based at least in part on the vector from the body position to the reference point, the vehicle determines a travel path configured to minimize disturbance of rest by minimizing forces opposing the vector and minimizing external factors that may disrupt rest.

[0031] As used throughout this term, a vehicle passenger is any person in the vehicle who is not actively operating the vehicle, and in a fully autonomous vehicle, may include a passenger referred to as the “operator.”

[0032] The embodiments described here offer numerous advantages and technical benefits. These advantages and technical benefits include increased passenger comfort and quietness, which can lead to a more pleasant driver experience.

[0033] The embodiments disclosed herein may be applicable to various contexts. For example, automatically monitoring passengers and entering a sleep mode may be applied to other vehicle types, including buses and any similar free-routing public transit (e.g., transportation that is not restricted to a predefined specific route), chauffeur-driven vehicles that include separate passenger compartments, and the like.

[0034] Fig. 1 shows an embodiment of a motor vehicle 10 including a vehicle body 12 that at least partially defines an occupant compartment 14. Within the occupant compartment 14 are at least two seats 16 in which passengers may ride. A camera 18 captures a field of view 20 that includes both seats 16. Although the camera 18 is depicted as a single camera 18, it will be appreciated that it may include several different imaging devices located throughout the interior of the occupant compartment 14 and capable of providing a full view of each seat 16 as well as the corresponding occupant within the occupant compartment 14. According to some implementations, the cameras represented by the camera 18 include, within one or more fields of view 20, every potential seat 16, including that of the vehicle operator.

[0035] In addition, the vehicle body 12 supports various vehicle subsystems, including a propulsion system and other subsystems for supporting functions of the propulsion system, and other vehicle components such as a braking subsystem, a suspension subsystem, a steering subsystem, a fuel injection subsystem, an exhaust subsystem, and others.

[0036] The vehicle 10 further includes an image recognition system controller 22 communicatively coupled to the camera 18 and capable of receiving and processing images generated by the camera 18. According to the illustrated embodiment, the image recognition system controller 22 is a standalone controller coupled to a general vehicle controller 24, and the general vehicle controller 24 is capable of exercising control over various systems within the vehicle 10. According to alternative embodiments, the image recognition system controller 22 may be one or more software modules within the general vehicle controller 24 and provide the same operations.According to still other embodiments, both the general vehicle controller 24 and the image recognition system controller 22 may be software modules across multiple distributed controllers, including overlapping controllers, where the multiple distributed controllers are in communication and cooperate with each other.

[0037] The image recognition system controller 22 or the general vehicle controller 24 includes a rest optimization feature that identifies a resting passenger and optimizes the vehicle ride for the resting passenger. As used herein, "resting" includes sleeping, relaxed, and / or similar states.

[0038] Continue based on the vehicle Fig. 1 shows Fig. 2 is a high-level flowchart illustrating a control process for operating the vehicle 10 in a manner conducive to resting. The control process may be initiated by the general controller 24 and / or by the image recognition system controller 22. Initially, the system detects one or more passengers in the vehicle who are resting and enters a rest mode in a rest mode trigger step 210. The detection may be triggered via a manual vehicle operator input (e.g., via an infotainment screen input) or via image analysis detecting that one or more passengers are resting.

[0039] Upon entering the sleep mode, the control process changes the conditions in the vehicle 10 in a condition change step 220 to make them more conducive to sleep. The condition changes make the passenger compartment 14 more conducive to sleep by dimming lights, reducing volumes, extending or retracting window shades, placing vehicle screens in a dark mode, and / or any similar changes.

[0040] Based on Fig. 3, in a potential route identification step 230, after the initial condition changes have occurred or concurrently with making the changes, the process identifies potential routes 310, 320 from a current position 302 to a destination 304. According to the illustrated example, a single alternative route 320 and a primary route 310 are identified, where the primary route 310 is a route 310 determined using a "standard" method and the alternative route 320 represents less efficient routes that achieve the same result (arrival at the destination 304). Each route 310, 320 includes one or more turnarounds 312, 322 at which the vehicle 10 adjusts course if the route 310, 320 is implemented. In practical implementations, substantially more than two different routes are identified and utilized in the process.

[0041] Once each route 310, 320 has been determined, a quietness score is calculated for each route 310, 320 in a quietness score determination step 240. For each route 310, 320, several factors that affect passenger quietness along the route are compiled into an overall quietness score. The quietness score is a numerical value and allows the routes 310, 320 to be compared to determine a best route. According to some examples, features of a route that are conducive to resting (e.g., low expected noise, consistent driving speed, minimal changes in direction that jostle the resting passenger, etc.) are given a high score, and the highest quietness score is the best. According to alternative implementations, the quietness score may be reversed, with highly disruptive features (e.g.,Construction sites, high-frequency starts and stops, many changes of direction that jostle the passenger) receive a high rating and the lowest quiet rating is the best.

[0042] According to some embodiments, a factor in determining the rest rating for each route is the number of directional changes that counteract a body vector of the one or more resting passengers. Further based on Fig. 1-3 represents Fig. 4 illustrates two exemplary passengers 410, 420 resting in respective vehicle seats 412, 422. Each vehicle seat 412, 422 includes a headrest 414, 424, with a corresponding reference point 416, 426 defined on the headrests 414, 424.

[0043] Using the vision system controller 22, a vector 430, 432 is drawn from the reference point 416, 426 to the corresponding passenger 410, 420. According to some examples, the vector may be drawn from the reference point 416, 426 to the nearest position on the body of the passenger 410, 420. According to other examples, the vector 430, 432 is drawn from a specific body position (e.g., a center point of the forehead, an ear, etc.) to the reference point 416, 426. The vector 430, 432 is drawn relative to an arbitrary plane 440. The vector 430, 432 is referred to as a body vector of the passenger 410, 420. The body vector 430, 432 is in turn used to calculate a rest score by comparing each body vector with opposite vectors generated by performing each of the direction changes 312, 322. The path with the largest average forces corresponding to the body vector orcounteracting the body vectors 430, 432 receives the worst resting score for force vectors. According to some examples, heading changes with a force vector below a certain threshold (e.g., gradual heading changes or heading changes that approximately match the body vector(s) 430, 432) are excluded from this analysis, and only heading changes that have a significant impact on resting are included.

[0044] According to some alternative examples, the vehicle reference point 416, 424 may be a position other than the corresponding seat 412, 422. For example, reference positions of the vehicle 10 may be from a center point of the vehicle, from a corresponding window position where the passenger 410, 420 rests their head, or any similar position.

[0045] According to some additional examples, the evaluation may be based at least in part on an expected average speed of each potential route 310, 320, an expected average roughness of each potential route, an expected noise level of each potential route, and an expected smoothness of travel of each expected route. As used herein, expected smoothness of travel refers to how often and / or frequently the vehicle 10 must start and stop along a route for any number of reasons, including traffic flow, traffic lights and stop signs, construction, etc.

[0046] When the rest score for each route has been determined, in a best route identification step 250, the best rest score is identified and the corresponding route is selected as the best route.

[0047] After selecting the best route 310, 320, the selected route is initiated in a trip initiation step 260 and the process maintains the idle mode conditions for a duration of the trip.

[0048] Further based on Fig. 1-4 places Fig. 5A and Fig. 5B shows a detailed exemplary process 500 by which the general process of Fig. 2 can be implemented. It will be appreciated that variants of process 500 can be implemented.

[0049] Initially, the trip begins at a trip start step 502 after the passengers 410, 420 or the operator enters a trip plan at a trip plan entry step 504. The trip plan includes a destination and a required arrival time. According to examples where the operator manually engages the sleep mode, the trip plan may include inputs 506 of additional preferences. The preference inputs may include, among other preferences, a preferred sleep length, a preferred sleep temperature, a preferred sleep darkness, a preferred sleep noise level, a preferred wake-up routine, information regarding whether the passenger 410, 420 is a deep or light sleeper, and the like.

[0050] After all preferences have been entered and the itinerary entry step 504 has been entered, the vehicle 10 determines a route to the destination 304 via any conventional route determination and begins driving it in a vehicle drive step 508. While the vehicle 10 is driving, the process 500 continuously checks in a destination reached test 510 to determine if the destination has been reached.

[0051] If the destination has been reached, the vehicle 10 stops operation and the process ends in a final step 512.

[0052] If the destination has not been reached, process 500 checks for manual sleep mode in a check 514 to determine if a sleep mode has been manually engaged. If no passenger has manually entered a sleep mode, process 500 proceeds to an automated sleep check 516 to use an automated analysis to determine if the passenger is resting. The automated sleep check 516 is performed using an automated sleep check sub-process 800, an example of which is provided in Fig. 8A and Fig. 8B, and may take into account inputs 520 of heart rate, breathing body and head positioning, displacement and movement, and any other passenger factors that may be determined using image analysis from the camera(s) 18.

[0053] According to the exemplary sub-process 800 of the automated rest check from Fig. 8A and Fig. 8B, the received inputs 520 are analyzed to determine whether the passenger 410, 420 is resting. The sub-process 800 includes a series of checks 802, 804, 806, 808, 810, 812, 814 based on image analysis (of checks 802, 804, 806, 808, 810) and based on other biometrics (of checks 812, 814) from the available inputs 520. The particular checks used according to alternative implementations may vary based on available sensors and monitoring inputs 520.

[0054] Initially, subprocess 800 determines whether passenger 410, 420 has closed eyes in an eyes-closed check 802. If passenger 410, 420 does not have closed eyes, it is determined that passenger 410, 420 is not resting, and subprocess 800 proceeds to a not-resting determination 820.

[0055] If the passenger 410, 420 has closed eyes, the subprocess 800 proceeds to a response test 804 to determine whether the passenger 410, 420 is responding to a stimulus. If the passenger 410, 420 is responding to a stimulus, the response test 804 proceeds to the determination 820 as not resting.

[0056] If the passenger 410, 420 does not respond to the stimulus, the sub-process 800 proceeds to a relaxation test 806 to analyze the image using a facial recognition process to determine if the passenger 410, 420 has relaxed facial muscles.

[0057] If the facial muscles are not relaxed, the relaxation check 806 proceeds to a heart rate check 812, in which the heart rate of the passenger 410, 420 is compared to a resting threshold. If the heart rate is above the resting threshold, the sub-process 800 proceeds to the non-resting determination 820.

[0058] If the heart rate is at or below the resting threshold, sub-process 800 proceeds to a rhythmic breathing check 814, in which sub-process 800 determines whether passenger 410, 420 is breathing at a resting rate. If the passenger is breathing faster than the resting rate, process 800 proceeds to a non-resting determination 820. Alternatively, if passenger 410, 420 is breathing at a resting rate, sub-process 800 determines that passenger 410, 420 is resting in a resting determination 830.

[0059] With respect to the facial relaxation test 806, if the subprocess determines that the facial muscles of the passenger 410, 420 are relaxed, the subprocess 800 proceeds to a relaxed position check 808 to determine whether the entire body of the passenger 410, 420 is in a relaxed position. If the passenger 410, 420 is not in a relaxed position, the subprocess 800 proceeds to the heart rate check 812. If the passenger 410, 420 is in a relaxed position (e.g., head down, leaning against a window, etc.), the subprocess proceeds to a movement test 810. In the movement test 810, the subprocess determines whether the passenger 410, 420 has not moved for more than a threshold time. If the passenger 410, 420 has not moved, the subprocess proceeds to a resting determination 830. If the passenger has moved within the threshold time, the subprocess 800 proceeds to the heart rate check 812.

[0060] If the automated rest check 516 also does not identify any passengers as resting (the determination 820 as not resting), the process 500 returns to the step 508 that the vehicle is moving and the process 500 continues to loop.

[0061] If either the manual sleep mode check 514 or the automated sleep check 516 indicates that one or more passengers 410, 420 are resting (the resting determination 830), the process 500 adjusts the conditions in the passenger compartment 14 in accordance with the additional preference inputs 506 and / or any default sleep condition preferences in a step 522 of changing at least one vehicle condition. According to some examples, the changes may include, individually or collectively, dimming lights, applying window shades, adjusting the interior temperature, adjusting a position and firmness of the seats 412, 422, playing white noise, active noise cancellation, placing vehicle screens and / or third-party device screens in a dark mode, changing a volume of at least one third-party device, and adjusting massage seats.According to alternative examples, any additional changes to the passenger cabin experience 14 may be implemented at this step 522. As used herein, third-party devices are any devices that are separate from and in communication with the vehicle 10. By way of example, third-party devices may include phones, tablets, and / or other smart devices connected to a vehicle infotainment system.

[0062] After changing the conditions of the passenger compartment 14, the process adjusts the automatic acceleration and deceleration profiles of the current operating mode in an acceleration / deceleration adjustment step 524. To improve idle conditions, the process 500 reduces acceleration and deceleration, thereby smoothing transitions between speeds while the vehicle 10 is traveling. The acceleration and deceleration rates are referred to as the acceleration profile for the vehicle 10. According to some examples, the process 500 also adjusts an aggressiveness profile in step 524 by changing how aggressively the vehicle 10 approaches or handles maneuvering through turnarounds and obstacles.

[0063] Once the acceleration profile has been set in step 524, the process 500 proceeds to a stationary body position identification step 526 for identifying the position(s) of the stationary body(s) of each passenger 410, 420 who is at rest. The specific detection of the stationary body positions may be performed using any combination of body position inputs 527, including the image feed from the camera 18 system, an occupant detection system (e.g., weight sensors in the vehicle seats 412, 422), a position sensor configured to detect a position of the vehicle seats 412, 422, a passenger compartment motion sensor 14, and / or any similar inputs.

[0064] Once the body position has been identified, the process 500 uses a sub-process 600 of averaging the rest positions (in Fig. 6). In sub-process 600, a body vector 430, 432 of each resting passenger 410, 420 is identified in a body vector identification step 610 based on the positions of resting bodies identified in step 526. In the illustrated exemplary sub-process 600, each body vector is defined by a vehicle reference point 416, 426 (an origin point) and a vertex of the corresponding passenger 410, 420. The determined body vectors are then averaged in a body vector averaging step 620 to produce a single average body vector for use in an upcoming resting capability assessment sub-process 700 ( Fig. 7) to provide.

[0065] The determined mean body vector is provided to a first iteration of the restability assessment sub-process 700, where a restability assessment of the path determined in step 504 is used as an input 710.

[0066] Throughout the iteration of the restability assessment sub-process 700, the controller 22, 24 processing the sub-process 700 receives crowdsourced data 712 from external databases. If a wireless data connection (e.g., cellular data) is available, the crowdsourced data 712 may be retrieved during each iteration of the restability assessment sub-process 700. Alternatively, the crowdsourced data 712 may be retrieved prior to trip initiation (step 508) and stored in one or more local memories of the vehicle 10. The databases may include any standard databases as well as specialized databases, including Department of Transportation construction databases, emergency services location databases, hospital databases, and the like.

[0067] Initially, in an ambient noise determination step 720, the quietness assessment sub-process 700 identifies an expected number and severity of potentially high ambient noise zones through which travel will occur, as well as a duration of time the route will travel through or at each such zone. By way of example, these zones may include construction sites, dense urban populations, police, fire, or other emergency response stations, sports stadiums, and / or any other areas expected to have high levels of ambient noise. Each zone is assigned a numerical value, multiplied by the duration of time in the zone, and the resulting values are summed to form a route ambient noise variable 722 (variable "A").

[0068] The quietness assessment sub-process 700 then identifies, in a road noise determination step 730, a number and severity of expected high road noise zones and a duration of time the route passes through each such zone. Examples of high road noise zones may include road sections with moderate to severe deterioration, bridges, railroad tracks, and / or other known structural features that may lead to high levels of road noise. Each zone is assigned a numerical value, which is multiplied by the duration of time in the zone, and the resulting values are summed to form a variable 732 of the expected road noise of the route (variable "B").

[0069] Further, in a miscellaneous noise determination step 740, the restability assessment subprocess 700 identifies a number and severity of areas with an expected high level of miscellaneous noise. The miscellaneous noise category captures any areas or regions with expected noise not included in the previous two categories, assigning each zone a numerical value, multiplying this value by the amount of time spent in the zone, and summing the resulting values to form an expected miscellaneous noise variable 742 (variable "C").

[0070] After determining the disturbances based on expected noise (steps 720, 730, 740), the resting capability assessment sub-process 700 identifies, in a mean counterforce vector determination step 750, a number and severity of areas with high rider movement potential in a direction opposite the mean body vector of the resting riders 410, 420. For example, these may include steep up / down inclines, sharp changes of direction, hills or potholes, or other areas with high movement potential. In this process, the force of each zone of high rider movement opposing the corresponding body vector and the duration of time in each zone are used to generate a mean counterforce vector variable 752 (variable "D").

[0071] After determining each of the variables 722, 732, 742, 752, an overall restability rating of the route is determined in a rating determination step 760 according to the following: Resting ability rating=1−[2⋅A+B+C+5⋅D] / [Travel length]

[0072] According to the example formula, a weighting factor of 2 is applied to the high ambient noise variable 722, and a weighting factor of 5 is assigned to the mean reaction vector variable 752, representing the expected impact of these variables on the quietness of a route. According to alternative examples, where the vehicle 10 may include additional features (such as active noise cancellation), the weighting may be adjusted to emphasize or de-emphasize certain variables.

[0073] In addition, according to some alternatives, additional variables related to the disturbance of peace may be used instead of or in addition to the variables 722, 732, 742, 752 described here.

[0074] The resulting restability score is output to process 500, and process 500 proceeds with a check 528 for available alternative routes. If one or more alternative routes are available, check 528 returns yes, and the alternative routes are processed using restability evaluation subprocess 700. A restability comparison check 530 is then applied to determine if any of the alternative routes have a higher restability score than the initial route 310.

[0075] If any of the alternative routes have a higher restability rating than the initial route, the process 500 determines which alternative route has the highest restability rating in a restability rating comparison step 532. The route with the highest restability rating is set as the new route, and the vehicle continues to follow the new route.

[0076] Upon completion of step 532, or if the available alternative routes check 528 returns no, the process 500 proceeds to a changed body position check 534. In the changed body position check 534, the process determines whether any of the passengers have significantly changed their body position by comparing a current body vector 430, 432 with a stored body vector to perform the process 500. If the vectors differ by more than a threshold amount, it is determined that one or more of the passengers 410, 420 have significantly shifted positions, and the process returns to determining an average rest position using the rest position averaging sub-process 600.

[0077] If no passengers 410, 420 have significantly changed their body position, the process 500 determines in an arrival time check 536 whether the vehicle 10 is expected to arrive within a user-set time preference from the itinerary entry step 504. If the arrival time is not within the user-defined preference, the process 500 discards the current route 310, 320 and returns to the available alternative route check 528.

[0078] If the vehicle 10 is expected to arrive within the user-set time preference, the process allows the vehicle 10 to continue traveling along the route in a sleep mode disabling step 538 and disables the sleep mode at a time set by the passengers 410, 420 in the itinerary setting step 504, or when the destination is reached if the destination is reached before the set time. Thereafter, the process 500 returns to the destination reached check 510.

[0079] Although Fig. 5-8 describe a potential implementation, it will be appreciated that changes are made to process 500 and its associated sub-processes 600, 700, 800. legend

[0080] In the drawings, N stands for No and Y stands for Yes.

Claims

[1] A method for operating a vehicle (10), comprising: Entering a rest mode and changing at least one vehicle condition to be more conducive to rest; Identifying a body position of a first passenger (410) and determining a first body vector from the body position to a first vehicle reference point (416); Determining a travel route configured to minimize at least one quiet disturbance factor based at least in part on the first body vector; and Initiating the specific route; characterized by , that Determining the route includes: identifying several potential routes, identifying an estimated force vector of each change in direction of travel of each potential route in the plurality of potential routes; and selecting the route from the plurality of potential routes based at least in part on a total counterforce vector between the force vectors of each potential route and the first body vector; where the total counterforce vector of each potential path optionally ignores all force vectors below a threshold value. [2] The method of claim 1, wherein the body position is a center point of a forehead and the vehicle reference point (416) is a position on a headrest (414). [3] The method of claim 1, further comprising identifying the body position of a second passenger (420) and determining a second body vector from the body position of the second passenger (420) to a second vehicle reference point (426). [4] The method of claim 1, wherein selecting the travel route is based at least in part on an expected average speed of each potential route and / or on an expected average roughness of each potential route and / or on an expected noise level of each potential route and / or on an expected continuity of travel of each expected route. [5] The method of claim 1, wherein changing at least one vehicle condition includes changing an interior lighting of the vehicle (10), and / or changing an interior volume of the vehicle (10), and / or changing a speed of the vehicle (10), and / or changing an aggressiveness of at least one automated vehicle system, and wherein changing the at least one vehicle condition optionally further includes communicating with at least one third-party device, thereby causing the at least one third-party device to change a third-party device setting. [6] The method of claim 5, wherein changing the interior volume includes reducing an audio output volume and / or playing a white noise and / or actively suppressing an exterior noise. [7] The method of claim 1, wherein determining the route further comprises identifying a target arrival time, and wherein the determined route maximizes the expected travel time while completing the determined route before the target arrival time. [8] The method of claim 1, further comprising: receiving at least one additional vehicle condition change from the first passenger (410, 420) and storing the at least one additional vehicle condition change in a memory such that subsequent iterations of the method apply the at least one additional vehicle condition; and determining a unique identity of the first passenger (410, 420), and wherein changing the at least one vehicle condition to be more conducive to resting comprises determining rest mode settings of the first passenger (410, 420) using the unique identity of the first passenger (410, 420) and applying the rest mode settings of the first passenger (410, 420) to the vehicle (10). [9] The method of claim 1, wherein determining the route configured to minimize at least one quiet disturbance factor based at least in part on the first body vector comprises identifying a plurality of potential routes, calculating a quiet score of each potential route, and selecting a potential route having a best quiet score as the determined route.

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