User interfaces for autonomy state control and alerts
In some scenarios, the approach may be used with two or more vehicles travelling in formation where selected vehicles may be fully or partially autonomously controlled. Information is collected at each vehicle and from the drivers and it is shared with other vehicles and drivers to make a collective decision to enter or leave autonomy.
1. A system for controlling an autonomy system of a vehicle comprising:
a human-operable input device including one or more of a throttle, brake or steering input providing human control inputs;
one or more processors storing one or more computer programs that include computer instructions, which when executed by the one or more processors cause the one or more processors to provide autonomy control inputs based on autonomy logic, the autonomy control inputs including one or more of a throttle, brake or steering input, wherein the one or more processors are further configured to generate an autonomy ready signal indicating readiness of the autonomy logic to generate autonomy control inputs;
one or more electronic actuators configured to operate one or more corresponding vehicle sub-systems and to provide an actuator ready signal indicating operating status of the one or more electronic actuators;
a human-operable mode input device providing a requested mode signal;
a controller for selecting either a human driving mode or an autonomy driving mode that respectively provide the human control inputs or the autonomy control inputs to operate the vehicle sub-systems, wherein selection of the human driving mode or autonomy driving mode depends on a state of the mode signal, a state of the autonomy ready signal, and a state of the actuator ready signal; and
an output device providing one or more outputs indicating the human driving mode or autonomy driving mode.
2. The system of claim 1 wherein:
the autonomy logic further comprises an A-kit module configured to generate a desired travel plan;
a B-kit module that controls one or more steering, brake and/or throttle actuators of the vehicle based on the desired motion;
and wherein the controller has logical states including:
a pre-disarm state, wherein the B-kit is enabled but not yet ready to be active, and the A-kit is disabled and inactive, such that the human control inputs directly control the actuators;
a disarm state where the B-Kit is enabled and ready to be active but the A-kit is disabled such that human control inputs directly control the actuators;
an arm state where the B-kit is enabled and active, and the A-kit is enabled to track human control to control the actuators in response;
a ready for autonomy state where the B-kit is enabled and active, and A-Kit is enabled to enter a full autonomy state, but still controls the actuators via the human control inputs;
a full autonomy state where the vehicle is autonomously controlled by the B-Kit as directed by the A-Kit and the human control inputs do not control the actuators; and
an e-stop stop state where the A-Kit and B-kit are deactivated and disabled.
3. The system of claim 2 wherein in the arm state:
a throttle relay is powered up and connects a throttle pedal to an Electronic Control Unit (ECU) through the controller;
the controller reads the throttle pedal signals, and generates the output signal that is sent to the ECU, to permit throttle pedal control while demonstrating that the autonomy logic is functional;
the B-Kit enables communication over a CAN bus; and
a Driver Alert System is silent.
4. The system of claim 2 wherein in the arm state, the output device further comprises:
an Arm light that is turned on;
a Disarm, a Ready for Autonomy, and an Autonomy light that are turned off.
5. The system of claim 2 wherein in the autonomy state:
a throttle relay is powered up and connects a throttle pedal to the controller;
the controller ignores the throttle pedal signal;
the controller receives a percentage throttle command from the B-Kit, and generates the output signal that is sent to the ECU;
the B-Kit further enables communication over a CAN bus; and
the A-Kit generates data representing a desired travel path and sends that data to the B-Kit;
the B-Kit generates steering, brake and throttle control signals based on the data received from the A-Kit; and
a Driver Alert System plays an audible Autonomy enabled message.
6. The system of claim 2 wherein in the autonomy state, the output device comprises:
an Arm light that is turned on;
an Autonomy light that is turned on; and
a Disarm and a Ready for Autonomy light are turned off.
7. The system of claim 2 wherein in the disarm state:
a throttle relay is powered up and connects a throttle pedal to an ECU through the controller;
the controller passes the input throttle signals directly to the outputs to an ECU to electronically mimic a wired connection;
the B-Kit inhibits communication over a CAN bus; and
a Driver Alert System is silent.
8. The system of claim 2 wherein in the disarm state:
a Disarm light is turned on; and
an Arm light, a Ready for Autonomy light, and an Autonomy light are turned off.
9. The system of claim 2 wherein in the e-stop state:
a throttle relay is powered off and set to connect a throttle pedal to an ECU;
Safety Controller, B-Kit, and A-Kit are powered down;
a Disarm light, an Arm light, a Ready for Autonomy light, and an Autonomy light are turned off.
10. The system of claim 2 wherein in the pre-disarm state:
a throttle relay is powered up and connects a throttle pedal to an ECU through the controller;
the controller passes input throttle signals directly to the ECU to electronically mimic a wired connection;
a B-Kit module inhibits communication over a CAN bus; and
a Driver Alert System is silent.
11. The system of claim 2 wherein in the pre-disarm state:
a Disarm light, an Arm light, a Ready for Autonomy light, and an Autonomy light are turned off.
12. The system of claim 2 wherein in the Ready for Autonomy state:
a throttle relay is powered up and connects a throttle pedal to an ECU through the controller;
the controller reads the throttle pedal signals, converts them to a percentage throttle, and uses the percentage throttle to generate an output signal that is sent to an ECU, to thereby permit throttle pedal control while demonstrating that the signal generation system that will be used for autonomy is functional; and
the B-Kit software enables communication over a CAN bus; and
a Driver Alert System repeatedly plays a Ready for Autonomy message with a pause between repeats.
13. The system of claim 2 wherein in the ready for autonomy state:
an Arm light is turned on;
an Amber Ready for Autonomy light is flashing at a slow rate; and
a Ready for Autonomy, and an Autonomy light are turned off.
14. The system of claim 2 wherein a transition to the autonomy state is a collaborative decision between the human driver and either autonomy logic or a human driver associated with a second vehicle.
15. A system for enabling collaborative control of at least two vehicles wherein a first vehicle is at least partially controllable by a human driver and a second vehicle is at least partially controllable by autonomy logic, the system comprising one or more processors configured to execute program code stored in one or more memories, which, when executed cause the one or more processors to perform a method comprising:
collecting information from human driver inputs and outputs on the first vehicle;
collecting information regarding an autonomy state of at least the second vehicle;
sharing the resulting collected information between the first and second vehicles;
each vehicle using the shared information to maintain a world model;
using the world model to enable the vehicles to collaboratively engage in a decision as a unit to alter an autonomy state of the second vehicle; and
generating an alert related to the autonomy state of the second vehicle via an apparatus associated with the first vehicle.
16. The system of claim 15 wherein the alert is an audio message.
17. The system of claim 15 wherein the alert is a colored light.
18. The system of claim 15 wherein the decision is for the second vehicle to enter autonomy mode.
19. The system of claim 15 wherein the decision is a result of a driver of the first vehicle requesting to leave autonomy mode.
20. The system of claim 15 wherein the decision is to leave autonomy mode as a result of detecting an unsafe condition of the second vehicle.
21. The system of claim 15 wherein the method further comprises:
collecting information regarding an unsafe condition from sensors associated with the first and the second vehicle, and
providing such information regarding an unsafe condition as shared information.