Driver drowsiness mitigation

Abstract

A method of mitigating drowsiness of a driver includes a) operating at least one driver comfort effector in at a first operating condition, b) detecting a driver's drowsiness at a first time and in connection with the first operating condition, c) determining a level of the driver's drowsiness from the detected driver's drowsiness, d) selecting a second operating condition for the at least one driver comfort effector based on the determined level and that is different than the first operating condition, e) operating the at least one driver comfort effector in the second operating condition for an interval, and f) determining the driver's drowsiness at a second time subsequent to the interval, and repeating steps c) - f) and in which the determined level, the second operating condition, the interval, and the second time may be different than previous values of those parameters.

Description

Docket No. 67702-045PCT; T-RE-0057-WO DRIVER DROWSINESS MITIGATION CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to United States Provisional Patent Application No. 63 / 755,554 filed February 7, 2025.TECHNICAL FIELD

[0002] This disclosure relates to microclimate thermal conditioning of a vehicle interior environment for individual occupants. More specifically, the disclosure relates to a vehicle microclimate system and a method for discouraging driver sleepiness and more effectively increasing driver alertness.BACKGROUND

[0003] Heating, ventilation and cooling (HVAC) systems are widely used in the automobile industry to control the temperature within the vehicle to increase occupant comfort. Increasingly, vehicles have incorporated additional, auxiliary thermal conditioning devices or thermal effectors, such as heated and cooled seats and heated steering wheels. These thermal effectors are intended to further personalize and enhance occupant comfort.

[0004] Drivers often become drowsy while driving. Vibrations, beeping and flashing lights have been used in an attempt to mitigate driver drowsiness, but with limited success. There are no interventions that act in an intelligent manner to provide a meaningful wakeful stimulus. Some approaches use an auditory beep and / or an icon of a coffee cup appearing on the dashboard. In some cases, options for the nearest coffee shop / rest area may appear on a map. However, these actions do nothing to wake the driver up when they are tired.

[0005] Cold air is often used to keep the driver alert. For example, if aware of their drowsiness, the driver may roll down the windows to allow cool air in or turn up the air conditioning. Non-driving occupants in the vehicle may become uncomfortable due to the additional noise or cold air, especially when the non-driving occupant desires sleep.Docket No. 67702-045PCT; T-RE-0057-WOSUMMARY

[0006] In one exemplary embodiment, a method of mitigating drowsiness of a driver, the method includes a) operating at least one driver comfort effector in at a first operating condition, b) detecting a driver's drowsiness at a first time and in connection with the first operating condition, c) determining a level of the driver’s drowsiness from the detected driver’s drowsiness, d) selecting a second operating condition for the at least one driver comfort effector based on the determined level and that is different than the first operating condition, e) operating the at least one driver comfort effector in the second operating condition for an interval, and f) determining the driver's drowsiness at a second time subsequent to the interval, and repeating steps c) - f) and in which the determined level, the second operating condition, the interval, and the second time may be different than previous values of those parameters.

[0007] In a further embodiment of any of the above, the at least one driver comfort effector includes at least one of a thermal effector and / or a pneumatic effector.

[0008] In a further embodiment of any of the above, the pneumatic effector includes at least one inflatable seat bladder.

[0009] In a further embodiment of any of the above, the thermal effector is provided in at least one occupant zone that includes a hand / arm zone, a foot / leg zone, a cushion zone, a back zone, and a head / neck zone.

[0010] In a further embodiment of any of the above, step b) is performed using a manual input that is initiated by a vehicle occupant.

[0011] In a further embodiment of any of the above, the level includes alert, slightly drowsy and very drowsy levels.

[0012] In a further embodiment of any of the above, step e) includes turning the thermal effectors in a seat off.

[0013] In a further embodiment of any of the above, step e) includes changing the thermal effector in a seat to a maximum setting.Docket No. 67702-045PCT; T-RE-0057-WO

[0014] In a further embodiment of any of the above, step e) includes operating the pneumatic effector to position the driver in a more upright position than previously.

[0015] In a further embodiment of any of the above, the interval is in a range of 21 / 2 minutes to 31 / 2 minutes.

[0016] In a further embodiment of any of the above, the interval is generated randomly.

[0017] In another exemplary embodiment, a driver drowsiness mitigation system includes a microclimate and a macroclimate that have at least one driver comfort effector configured, an input that is configured to provide a signal indicative of a drowsiness condition of the driver, and a controller that is in communication with the input and the at least one driver comfort effector. The controller is configured to perform a method of a) operating at least one driver comfort effector in at a first operating condition, b) detecting a driver's drowsiness at a first time and in connection with the first operating condition, c) determining a level of the driver’s drowsiness from the detected driver’s drowsiness, d) selecting a second operating condition for the at least one driver comfort effector based on the determined level and that is different than the first operating condition, e) operating the at least one driver comfort effector in the second operating condition for an interval, and f) determining the driver's drowsiness at a second time subsequent to the interval, and repeating steps c) - f) and in which the determined level, the second operating condition, the interval, and the second time may be different than previous values of those parameters.

[0018] In a further embodiment of any of the above, the at least one driver comfort effector includes at least one of a thermal effector and / or a pneumatic effector.

[0019] In a further embodiment of any of the above, the pneumatic effector includes at least one inflatable seat bladder.

[0020] In a further embodiment of any of the above, the at least one thermal effector is provided in at least one occupant zone that includes a hand / arm zone, a foot / leg zone, a cushion zone, a back zone, and a head / neck zone.Docket No. 67702-045PCT; T-RE-0057-WO

[0021] In a further embodiment of any of the above, the at least one thermal effector includes at least two of a footwell vent, a steering wheel, a seat bottom, a seat back, and a neck thermal conditioner.

[0022] In a further embodiment of any of the above, the macroclimate includes an HVAC system with an opposing side footwell vent, the footwell vent is provided on a same side as the occupant, and the footwell vent is regulated differently than the opposing side footwell vent by the controller in response to the detected level.

[0023] In a further embodiment of any of the above, step b) is performed using a manual input initiated by a vehicle occupant.

[0024] In a further embodiment of any of the above, the level includes alert, slightly drowsy and very drowsy levels.

[0025] In a further embodiment of any of the above, step e) includes turning the thermal effectors in a seat off.

[0026] In a further embodiment of any of the above, step e) includes changing the thermal effector in a seat to a maximum setting.

[0027] In a further embodiment of any of the above, step e) includes operating the pneumatic effector to position the driver in a more upright position than previously.

[0028] In a further embodiment of any of the above, the interval is in a range of 21 / 2 minutes to 31 / 2 minutes.

[0029] In a further embodiment of any of the above, the interval is generated randomly.

[0030] In a further embodiment of any of the above, the controller is configured to perform step d) based upon personal driver information.BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The disclosure can be further understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:Docket No. 67702-045PCT; T-RE-0057-WO

[0032] Figure 1 is a schematic view of a vehicle having a microclimate system.

[0033] Figure 2 is a schematic view of a controller of the microclimate system and example inputs provided to the controller for the vehicle of Figure 1.

[0034] Figure 3 is a schematic view of the controller in communication with macroclimate devices and microclimate devices for the vehicle of Figure 1.

[0035] Figure 4 depicts a drowsiness mitigation system for an occupant.

[0036] Figure 5 is a flowchart of method of operating the system shown in Figure 4.

[0037] The embodiments, examples and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible. Like reference numbers and designations in the various drawings indicate like elements.DETAILED DESCRIPTION

[0038] A vehicle 10, such as an automobile, is schematically shown in Figure 1. The vehicle 10 includes a cabin or an interior space 12 for one or more occupants 16 that provides a vehicle interior environment in which the occupant experiences thermal comfort. The vehicle 10 is arranged in a vehicle exterior environment 14, which also can affect the thermal comfort of the interior space 12.

[0039] The disclosed system provides direct cooling (to mitigate drowsiness) or heating (to promote sleep) to specific body parts that are thermally sensitive and are linked to sleep onset. Depending upon the system and the desired outcome, one or more thermal effectors are suddenly or progressively changed to regulate the heat transfer at different body segments. This provides a system with the capability to change the microclimate conditions to address the occupant’s level of drowsiness (typically a drive) or promote sleep of a non-driving occupant.

[0040] Scientific literature indicates that sleep onset latency is improved when distal body sites, especially the feet, are warm (Hardings et al. 2019). There isDocket No. 67702-045PCT; T-RE-0057-WO also evidence of people with impaired thermoregulatory abilities who experience strong levels of thermal discomfort have difficulties initiating sleep (Krauchi et al. 2008; 10.1111 / j.1365-2869.2008.00678.x). There is also research indicating that whole body cold exposure can decrease sleep onset latency and increase wakefulness (Palea et al. 1986: 10.1152 / jappl.1986.61 .3.940). However, approaches for passenger vehicles are generally not effective and may adversely impact non-driving occupants within the vehicle.

[0041] Each occupant typically has a unique occupant personal comfort. That is, a particular occupant detects a level of thermal energy differently than another occupant. As a result, the exact same thermal environment within a vehicle may be perceived as comfortable by one occupant, but as uncomfortable by another occupant. To this end, this disclosure relates to regulating thermal effectors, such as climate-controlled seats (e.g., U.S. Patent Nos. 5,524,439 and 6,857,697), head rest / neck conditioner (e.g., U.S. Provisional App. No. 62 / 039,125), climate-controlled headliner (e.g., U.S. Provisional App. No. 61 / 900334), steering wheel (e.g., U.S. Patent No.6,727,467 and U.S. Pub. No. 2014 / 0090513), heated gear shifter (e.g., U.S. Pub. No.2013 / 0061603, etc.) to achieve a personalized microclimate system. The referenced patents, publications and applications are incorporated herein by reference in their entirety. Portions of the vehicle’s HVAC system may also be used to regulate the comfort (i.e., decrease or increase comfort) of a particular occupant.

[0042] In one example, the vehicle 10 includes a HVAC thermal conditioning system 18 and an auxiliary thermal conditioning system 20 (with microclimate devices, i.e., thermal effectors), which are in communication with a controller 22. Various inputs 24 may communicate with the controller 22 to affect and control operation of the HVAC thermal conditioning system 18 and / or the auxiliary thermal conditioning system 20. It should be understood that the vehicle may include more or fewer components than described below.

[0043] In one example microclimate system, the controller 22 receives various inputs via sensors and / or devices within the microclimate system, for example, from a vehicle exterior environment 26 shown in Figure 2. The vehicle exterior environment 26 may include parameters such as vehicle location, vehicle directionDocket No. 67702-045PCT; T-RE-0057-WO and altitude, time of day and date, and weather-related parameters (outdoor temperature, outdoor humidity, and solar load on the vehicle).

[0044] A macroclimate environment 28 also communicates parameters to the controller 22. The macroclimate environment parameters may include interior temperature and / or humidity at one or more locations, and current HVAC system settings.

[0045] A microclimate environment 30 communicates parameters to the controller 22. The microclimate environment parameters may include temperature and / or humidity at one or more microclimate devices, auxiliary conditioning system settings, and occupant comfort feedback. Occupant comfort feedback may be provided when the occupant provides an input to control one of the microclimate devices, such as by changing the position of a switch.

[0046] Optionally, occupant information 32 is provided to the controller 22 for customizing and accounting for thermoreceptive differences between various occupants. It has been shown, for example, that women and men, generally speaking, react to heat and cold differently, with women reacting more severely and more quickly to cold and men reacting more quickly to heat. Additionally, the occupant information 32 can provide information for determining a thermal mass, heat capacity, and internal energy production rate. Occupant information 32 includes such information as sex, age, height, weight, and other occupant-provided data to provide a user profile. Then, for example, an initial default data set, or microclimate profile, could be defined during the customer vehicle purchase process, prior to any data being collected. Based on the default microclimate profile the system can begin the process of intuitively collecting data and then adjusting to individual’s needs / wants based on the actual inputs by and use from the user over time. This initial microclimate profile could be based on any number of factors, including quantitative factors such as initial purchase location, driver characteristics (sex, height, weight, etc.), as well as qualitative factors, such as a survey where the respondent answers questions about their normal state of thermal comfort / stress. This information can be stored on a key fob or mobile device that is communicated to the controller 22. The user profile and learned microclimate profile can “move” with the occupant via the vehicle data link, the cloud, wirelessDocket No. 67702-045PCT; T-RE-0057-WO transmission and / or smartphone, for example. The disclosed method thus may include logic to integrate signals originating from the vehicle, environment, and personal characteristic and usage information to create a customized intervention to provide a meaningful increase in driver alertness.

[0047] Sensed occupant information may also be provided (see, e.g., sensor 79 in Figure 3), for example, by detecting occupant temperature. The sensor 79 may be used to detect drowsiness (e.g., heart rate, blinking, and / or head movement). In one example, the sensor 79 is a capacitive sensor in a steering wheel 70 (Figure 3) used to detect heart rate via the driver’s hands. In another example, the sensor 79 is a camera that is used to monitor eye and / or head movement. These sensed occupant personal comfort inputs are provided to the controller 22 for determining a perceived occupant personal comfort or drowsiness. The inputs can include one or more measured physiological parameters such as skin or other body temperatures such as a body core temperature. However, it should be understood that the disclosed system does not require a sensor for drowsiness detection in real time.

[0048] Multiple parameters from the vehicle exterior environment 26, the macroclimate environment 28, the microclimate environment 30, and the occupant information 32 may be stored in memory, such as one or more look-up tables 34. The memory may store information relating to one or more user profiles 31 and microclimate profiles 33 for various use scenarios corresponding to a particular user. The controller 22 may learn from adjustments to the microclimate system made by the occupant and update the microclimate profile 33 in the look-up tables 34 so that the occupant personal comfort may be anticipated and the microclimate system adjusted automatically. Interpolation of look-up table values or another suitable method can be used to determine settings between pre-existing set-points.

[0049] Referring in Figure 3, an example HVAC thermal conditioning system 18 is in communication with the controller 22. The HVAC thermal conditioning system 18 includes a heat exchanger 36 in fluid communication with a heating loop connected to an engine 42. The engine 42 may include an internal combustion engine, an electric motor system, and / or a fuel cell. The engine 42 provides a heat source for the HVAC thermal conditioning system 18. An evaporator 40 is arranged in a cooling loop, whichDocket No. 67702-045PCT; T-RE-0057-WO may include refrigerant and conventional air conditioning components typically found in a vehicle. It should be understood that a conventional HVAC system can instead be provided by one or more electrically operated microcompressors, if desired. A ventilation system 38, which provides fresh air to the HVAC system, may also be provided. The HVAC thermal conditioning system 18 typically includes ducting 44 providing multiple vents 46, including driver and non-driving occupant footwell vents. One or more valves 48 selectively control airflow from the HVAC system to the vents 46. These HVAC system components provide the macroclimate environment, but may be regulated in an individualized manner so as to provide a microclimate environment for a particular occupant.

[0050] The auxiliary thermal conditioning system 20 includes multiple microclimate devices, such as floor mat, a window defroster / defogger 50, a roof panel 52, one or more panels 58 in an instrument panel 54 (which may include vents 56), a door panel 60, a door arm rest 62, a center console armrest 63, a seat 64 having thermal elements 65, 66 (convection and / or conduction) and a neck conditioning device 67 having a vent 68, and / or a steering wheel 70. A duct 94 may be provided in an occupant footwell, for example, at the bottom front of seat 64. A thermal element 96, such as a PTC element or thermoelectric device (TED), may be arranged in the duct to provide heating and / or cooling to the occupant’s feet. These microclimate devices are intended to regulate occupant thermal conditioning beyond what an HVAC system is capable by providing heating and / or cooling in close proximity to an occupant and thereby a more personalized microclimate environment within the surrounding interior environment. Heating and cooling can be provided by, for example, one or more heating elements, fans, thermoelectric devices, heat pumps, and / or microcompressors.

[0051] The inputs 24 are used to adjust the macroclimate environment and the microclimate environment through the controller 22 to achieve a desired occupant personal comfort. Inputs 24 include sensor signals and other inputs indicative of various parameters of the vehicle exterior environment 26, the macroclimate environment 28, and the microclimate environment 30. Inputs 24 further include one or more switches 72, a key fob 74 containing occupant information, a mobile deviceDocket No. 67702-045PCT; T-RE-0057-WO 76 containing occupant information and / or a display 78. The display 78 may visually display outputs or operating modes of the HVAC thermal conditioning system 18 and / or the auxiliary thermal conditioning system 20. The display 74 may also provide a means of input via a touchscreen, for example. The sensor 79 may provide realtime, sensed occupant information, such as drowsiness (e.g., heart rate, blinking, and / or head movement) temperature, moisture, humidity or other information. The display 74 may also include a “button” that can be operated by the driver to activate the disclosed drowsiness mitigation system.

[0052] Generally, the vehicle microclimate system includes at least one microclimate device configured to be arranged within the interior space of the vehicle in close proximity to occupant zones such as a hand / arm zone, a foot / leg zone, an upper leg / buttocks zone, a back zone, and a head / neck zone. Referring to Figure 4, the seat 64 may serve as one of the primary thermal effectors used to discourage or encourage sleep to an occupant. The footwell duct 94 as well as the steering wheel 70 may also be used to influence occupant thermal comfort. In the example shown, the seat includes a seat cushion 80 with a thermal effector 65 and a seat back 82 with another thermal effector 66, which may be separately controllable from the thermal effector 65. A head / neck conditioner 68 may be provided in a headrest 84 attached to the seat back 82 by posts 86 or integrated into the seat 64.

[0053] The seat 64 may also include one or more pneumatic effectors, such as lumbar bladders or air cells 90, that are inflated by a pump 92 or deflated (vented) to provided desired support to the driver. Together the thermal effector(s) and pneumatic effector(s) provide driver comfort effectors that may be used to by the disclosed system.

[0054] Different driver comfort (thermal and / or pneumatic) effectors (e.g., Figure 4) may be regulated in response to a request by the occupant, or initiated automatically in response to detecting driver drowsiness with the sensor 79. To mitigate drowsiness, the disclosed system can provide direct cooling to specific body parts that are thermally sensitive and are linked to sleep onset. The system can cease or withdrawn driver comfort settings, change or pulse pneumatic effectors, and / or change the heat transfer at different body segments (e.g., by starting with fairlyDocket No. 67702-045PCT; T-RE-0057-WO aggressive cooling to prevent sleep onset or by gradually increasing cooling until occupant drowsiness has been prevented). With any of these approaches the system has the capability to progressively change microclimate and / or macroclimate conditions according to the level of drowsiness detected relative to the current driver comfort effector operating conditions.

[0055] The pneumatic bladders or air cells 90 in the seat 60 can be inflated and deflated in a coordinated manner to promote a more upright-seated posture. For example, the bladders higher on the seat 64 may be inflated more than the lower bladders, which moves the driver’s shoulders forward. This rotates the upper body away from a more comfortable, reclined position to a more upright posture. Bladders in the proximal cushion (not shown), may also be inflated. Additionally or alternatively, the bladders or air cells 90 may be pulsed (rapidly inflated and deflated) to make the driver more alert.

[0056] The disclosed system provides a method to intelligently close the loop for driver drowsiness, and then provide specific actions to several occupant preference zones for each targetable area on the driver’s body. The intensity of the intervention can be based on input from a drowsiness-monitoring system or can be input from the user. The driver may also select from a list of preferred interventions in a menu of options. Generally, the drowsiness interventions are based on 1) the available effectors that are controllable in the vehicle (both on a larger scale of what hardware is installed in the vehicle (macroclimate devices) and on a smaller scale of what is independently controllable (microclimate devices; e.g., a full back heater mat vs. a zonal heater mat), 2) the drowsiness intervention level which is determined from the input signals, and 3) over-time are personalized / preferences based on prior usage.

[0057] In operation, the system uses an example method (100 in Figure 5) of detecting a drowsiness condition of an occupant, namely, the driver (block 102). Drowsiness can be detected in response to a manual input of a drowsiness condition from the driver, for example, by the driver actuating a “drowsiness” button provided by a switch or touchscreen, or by voice activation (e.g., saying “I’m tired). Alternatively, the sensor 79 may detect driver drowsiness by monitoring driver behavior, which may include irregular steering inputs or lane departures, and / or by monitoring the driverDocket No. 67702-045PCT; T-RE-0057-WO directly. Early signs of drowsiness may be yawning, whereas more intense feelings of drowsiness may be exhibited by prolonged eye closures and erratic driving.

[0058] The current operating conditions are detected (block 103) of the driver comfort effectors (thermal effectors and pneumatic effectors), which provides a first operating condition as a baseline. The detected driver drowsiness in block 102 is associated with the first operating condition at a first time. Considering the current operating state of driver comfort effectors can further promote effective drowsiness mitigation.

[0059] In the case of automatic drowsiness monitoring and detection, a drowsiness level can be determined (block 104), inferred indirectly or directly from driver behaviors. A sleep scale such as the Karolinska Sleep Scale (Putilov and Donskaya 2013) can be used to determine the drowsiness level. For example, 7 out of 10 on the Karolinska Sleep Scale indicates that the driver has reached a drowsy state. In one example, on a scale of 10, a 0-3 is alert, a 4-6 is slightly drowsy, and a 7-10 is very drowsy.

[0060] The drowsiness intervention is performed by selecting a second operating condition for the at least one driver comfort effector based on the determined level and that is different than the first operating condition (block 105). For example, if the driver’s comfort effectors are already operating in a manner that was predicted to mitigate drowsiness, but clearly has not, more of the same may not be effective in promoting driver alertness.

[0061] The driver comfort effectors are operated in the second operating condition for an interval (block 106). The controller 22 regulates multiple thermal effectors (e.g., footwell cooling, seat cooling, etc.) using different mitigation levels providing different thermal conditioning to the occupant based upon the determined drowsiness level (block 106). The driver pneumatic effectors may also be regulated.

[0062] In one example intervention, if the driver comfort effector(s) are already doing something similar to the intervention for the detected driver drowsiness level (e.g., the seat is in cooling mode due to a warm environment, the occupant’s body temperature is warm from exercise, etc.), the method will cause the seat to turn off first, to re-sensitize the cutaneous thermoreceptors (see, e.g., Wilson et al. 2011)Docket No. 67702-045PCT; T-RE-0057-WO before starting the intervention. Further, the method allows for a “re-evaluation” period every 3 minutes, for example, to determine if a change in intensity is warranted based off of driver drowsiness data (e.g., a drowsiness signal coming from a driver monitoring system).

[0063] A random interval of time may be used for operating the driver comfort effector(s) and for reevaluating driver drowsiness. A random number generator bounded by a range may be used to vary the time, which may be more effective in preventing the driver from becoming accustomed to (and thus ignoring) the intervention. Too long of an interval may allow the driver to become comfortable, while too short of an interval may go unnoticed by the driver. Thus, the intervention may be cycled on and off at random intervals to more quickly increase driver alertness. A two and a half minute to three and a half minute interval has been found to be an effective length intervention.

[0064] In another example intervention, if the seat is currently not in a cooling or venting mode, a “max” or “High Intervention” is initiated by setting the seat back, seat cushion, neck conditioning device, and footwell device to their maximum cooling setting. Additionally, pneumatic air cells in the seat will inflate and deflate in a coordinated manner to promote a more upright-seated posture. This can be achieved by deflating the lower back and inflating the upper back to rotate the upper body to a more upright posture, as well as inflating the air cells in the proximal cushion.

[0065] Continuing with this example, the max intervention may continue for a random time between 3 min 30 seconds and 2 min 30 seconds. Then the method will request an update (closed loop process; arrow 107) from the driver monitoring system to re-evaluate the drowsiness level. If the driver is still at a drowsy level above 5 out of 10 on the sleep scale, the seat will turn off for a random time between 25 seconds to 35 seconds, before continuing a max, High Intervention. If the driver is at a drowsiness level < 4, the seat will turn off for a random time between 25 seconds to 35 seconds, for example, and a Low Intervention will begin. The Low Intervention will keep the neck conditioner and footwell at a max cooling level, and a low intensity heating will occur from the seat back and seat cushion. If the footwell device and / or neck conditioning device is not available in the vehicle, the cooling level from the seatDocket No. 67702-045PCT; T-RE-0057-WO back and seat cushion will be reduced from maximum intensity to minimum intensity. After a random time between 3 min 30 seconds and 2 min 30 seconds, the intervention method will request an update from the driver monitoring system to re-evaluate the drowsiness level, and will proceed as described above depending on the drowsiness level detected.

[0066] A schematic overview of the process is shown below in the picture and an example of the different intervention options are shown in Table 1 , below.TABLE 1* Hardware dependentDocket No. 67702-045PCT; T-RE-0057-WO + Microclimate, seat++ Macroclimate, H AC

[0067] The driver's drowsiness at a second time subsequent to the interval, and repeated (i.e., “closed loop”; arrow 107). The determined level, the second operating condition, the interval, and the second time may be different than previous values of those parameters.

[0068] As can be appreciated from the Table above, the example different mitigation levels generally correspond to different zones of the occupant. Regarding heat withdrawal, warm environments can create feelings of drowsiness and can increase sleep onset, so removing any heat sources from the driver can be an effective first step (e.g., prior to the “High Intervention” or “Low Intervention”).

[0069] When melatonin, the hormone that regulates sleep is circulated around the body it causes vasodilation of blood vessels within the extremities, especially the feet. This causes an increase in foot skin temperature, dissipates heat to the environment causing core body temperature to drop, which helps trigger sleep onset. So, by locally cooling the feet, vasodilation can be prevented, keep foot skin temperature low and reduce the likelihood of sleep onset occurring. While the foot skin temperature is important for initiating sleep, the hands have a similar morphology and are also highly vascularized, meaning that by removing heat from the hands (via steering wheel) will also attenuate vasodilation and prevent the drop in core temperature that is required for sleep onset.

[0070] Regarding the “moderate” indicators of drowsiness and its interventions, when individuals are uncomfortably cold, they have difficulties falling asleep. The Low Intervention provide an initial level of local mild discomfort and progressively increase the cooling to additional areas of the body and to areas that are progressively more thermally sensitive. The buttocks are a thermally sensitive body site to cooling local. By providing cooling to this region, an additional mild source of local thermal discomfort can be created. Cooling to an individual’s head / neck (especially the face) generally creates the most discomfort. Since the neck is thermally very sensitive, increasing the airflow to the neck and down the spine, along with theDocket No. 67702-045PCT; T-RE-0057-WO backrest cooling on will deliver a strong thermal stimulus to create local thermal discomfort and keep the occupant alert.

[0071] In some circumstances a driver may feel the corresponding High or Low Intervention for a given Drowsiness Level is not strong enough. The effectiveness of the drowsiness intervention for a particular driver can be monitored over time and automatically adjusted by the system. If a more proactive approach to drowsiness mitigation is desired, more effective mitigations strategies may be employed and then reduced from there (i.e., starting at “Strong” (i.e., enhanced) and moving toward “Minor”), however, this risks driver annoyance if the initial mitigation efforts are deemed too aggressive by the driver. Alternatively, a less aggressive approach may be used initially (i.e., starting at “Minor” and moving toward “Strong”) and, if ineffective based upon driver monitoring, more aggressive mitigations measures can be used. So, the driver may make some changes to the microclimate conditions to keep alert. In such instances, this information can be stored and used in the future to refine what the Intervention is for that driver at that Drowsiness Level.

[0072] The above drowsiness mitigation is isolated to the driver so that other vehicle occupants are not affected. As an example, the footwell vents of the driver and non-driving occupant are operated independently. So, if footwell cooling is used to keep the driver awake, the non-driving occupant may still be supplied heated air, if desired.

[0073] It should be noted that a controller 22 can be used to implement the various functionality disclosed in this application. The controller 22 may include one or more discrete units. Moreover, a portion of the controller 22 may be provided in the vehicle 10, while another portion of the controller 22 may be located elsewhere. In terms of hardware architecture, such a computing device can include a processor, memory, and one or more input and / or output (I / O) device interface(s) that are communicatively coupled via a local interface. The local interface can include, for example but not limited to, one or more buses and / or other wired or wireless connections. The local interface may have additional elements, which are omitted for simplicity, such as controllers, buffers (caches), drivers, repeaters, and receivers to enable communications. Further, the local interface may include address, control,Docket No. 67702-045PCT; T-RE-0057-WO and / or data connections to enable appropriate communications among the aforementioned components.

[0074] The controller 22 may be a hardware device for executing software, particularly software stored in memory. The controller 22 can be a custom made or commercially available processor, a central processing unit (CPU), an auxiliary processor among several processors associated with the controller, a semiconductorbased microprocessor (in the form of a microchip or chip set) or generally any device for executing software instructions.

[0075] The memory can include any one or combination of volatile memory elements (e.g., random access memory (RAM, such as DRAM, SRAM, SDRAM, VRAM, etc.)) and / or nonvolatile memory elements (e.g., ROM, hard drive, tape, CD-ROM, etc.). Moreover, the memory may incorporate electronic, magnetic, optical, and / or other types of storage media. The memory can also have a distributed architecture, where various components are situated remotely from one another, but can be accessed by the processor.

[0076] The software in the memory may include one or more separate programs, each of which includes an ordered listing of executable instructions for implementing logical functions. A system component embodied as software may also be construed as a source program, executable program (object code), script, or any other entity comprising a set of instructions to be performed. When constructed as a source program, the program is translated via a compiler, assembler, interpreter, or the like, which may or may not be included within the memory.

[0077] The disclosed input and output devices that may be coupled to system I / O interface(s) may include input devices, for example but not limited to, a keyboard, mouse, scanner, microphone, camera, mobile device, proximity device, etc. Further, the output devices, for example but not limited to, a printer, display, macroclimate device, microclimate device, etc. Finally, the input and output devices may further include devices that communicate both as inputs and outputs, for instance but not limited to, a modulator / demodulator (modem; for accessing another device, system, or network), a radio frequency (RF) or other transceiver, a telephonic interface, a bridge, a router, etc.Docket No. 67702-045PCT; T-RE-0057-WO

[0078] When the controller 22 is in operation, the processor can be configured to execute software stored within the memory, to communicate data to and from the memory, and to generally control operations of the computing device pursuant to the software. Software in memory, in whole or in part, is read by the processor, perhaps buffered within the processor, and then executed.

[0079] It should also be understood that although a particular component arrangement is disclosed in the illustrated embodiment, other arrangements will benefit herefrom. Although particular step sequences are shown, described, and claimed, it should be understood that steps may be performed in any order, separated or combined unless otherwise indicated and will still benefit from the present invention.

[0080] Although the different examples have specific components shown in the illustrations, embodiments of this invention are not limited to those particular combinations. It is possible to use some of the components or features from one of the examples in combination with features or components from another one of the examples.

[0081] Although an example embodiment has been disclosed, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of the claims. For that reason, the following claims should be studied to determine their true scope and content.

Claims

1. Docket No. 67702-045PCT; T-RE-0057-WO CLAIMSWhat is claimed is:

1. A method of mitigating drowsiness of a driver, the method comprising: a) operating at least one driver comfort effector in at a first operating condition;b) detecting a driver's drowsiness at a first time and in connection with the first operating condition;c) determining a level of the driver’s drowsiness from the detected driver’s drowsiness;d) selecting a second operating condition for the at least one driver comfort effector based on the determined level and that is different than the first operating condition;e) operating the at least one driver comfort effector in the second operating condition for an interval; andf) determining the driver's drowsiness at a second time subsequent to the interval, and repeating steps c) - f) and in which the determined level, the second operating condition, the interval, and the second time may be different than previous values of those parameters.

2. The method of claim 1 , wherein the at least one driver comfort effector includes at least one of a thermal effector and / or a pneumatic effector.

3. The method of claim 2, wherein the pneumatic effector includes at least one inflatable seat bladder.

4. The method of claim 2, wherein the thermal effector is provided in at least one occupant zone including a hand / arm zone, a foot / leg zone, a cushion zone, a back zone, and a head / neck zone.

5. The method of claim 1 , wherein step b) is performed using a manual input initiated by a vehicle occupant.Docket No. 67702-045PCT; T-RE-0057-WO6. The method of claim 1, wherein the level includes alert, slightly drowsy and very drowsy levels.

7. The method of claim 2, wherein step e) includes turning the thermal effectors in a seat off.

8. The method of claim 2, wherein step e) includes changing the thermal effector in a seat to a maximum setting.

9. The method of claim 2, wherein step e) includes operating the pneumatic effector to position the driver in a more upright position than previously.

10. The method of claim 1 , wherein the interval is in a range of 21 / 2 minutes to 31 / 2 minutes.

11. The method of claim 1 , wherein the interval is generated randomly.

12. A driver drowsiness mitigation system, comprising:a microclimate and a macroclimate having at least one driver comfort effector configured;an input configured to provide a signal indicative of a drowsiness condition of the driver; anda controller in communication with the input and the at least one driver comfort effector, the controller configured to perform a method of:a) operating at least one driver comfort effector in at a first operating condition;b) detecting a driver's drowsiness at a first time and in connection with the first operating condition;c) determining a level of the driver’s drowsiness from the detected driver’s drowsiness;Docket No. 67702-045PCT; T-RE-0057-WO d) selecting a second operating condition for the at least one driver comfort effector based on the determined level and that is different than the first operating condition;e) operating the at least one driver comfort effector in the second operating condition for an interval; andf) determining the driver's drowsiness at a second time subsequent to the interval, and repeating steps c) - f) and in which the determined level, the second operating condition, the interval, and the second time may be different than previous values of those parameters.

13. The system of claim 12, wherein the at least one driver comfort effector includes at least one of a thermal effector and / or a pneumatic effector.

14. The system of claim 13, wherein the pneumatic effector includes at least one inflatable seat bladder.

15. The system of claim 13, wherein the at least one thermal effector is provided in at least one occupant zone including a hand / arm zone, a foot / leg zone, a cushion zone, a back zone, and a head / neck zone.

16. The system of claim 15, wherein the at least one thermal effector includes at least two of a footwell vent, a steering wheel, a seat bottom, a seat back, and a neck thermal conditioner.

17. The system of claim 12, wherein the macroclimate includes an HVAC system with an opposing side footwell vent, the footwell vent provided on a same side as the occupant, and the footwell vent regulated differently than the opposing side footwell vent by the controller in response to the detected level.

18. The system of claim 12, wherein step b) is performed using a manual input initiated by a vehicle occupant.Docket No. 67702-045PCT; T-RE-0057-WO19. The system of claim 12, wherein the level includes alert, slightly drowsy and very drowsy levels.

20. The system of claim 13, wherein step e) includes turning the thermal effectors in a seat off.

21. The system of claim 13, wherein step e) includes changing the thermal effector in a seat to a maximum setting.

22. The system of claim 13, wherein step e) includes operating the pneumatic effector to position the driver in a more upright position than previously.

23. The system of claim 12, wherein the interval is in a range of 21 / 2 minutes to 31 / 2 minutes.

24. The system of claim 12, wherein the interval is generated randomly.

25. The system of claim 12, wherein the controller is configured to perform step d) based upon personal driver information.

Images