Autonomous electronic vehicle (AV) inertia reduction and safest path direction system

A safety system for an autonomous electronic vehicle having a body and a platform. The safety system includes at least one mechanical connection unit and a safety control module. The mechanical connection unit connects the body to the platform, and is transitionable between a first state, in which the body is attached to the platform at the mechanical connection unit, and a second state, in which the body is released from the platform at the mechanical connection unit. The safety control module is programmed to prompt the mechanical connection unit to transition from the first state to the second state under circumstances of an imminent collision event. In some embodiments, the safety control module is programmed to determine a safety path for passengers within the body and/or others in the collision zone based on conditions surrounding the vehicle.

BACKGROUND

The present disclosure is directed to autonomous electronic vehicles. More particularly, it relates to safety systems and methods for implementation with autonomous electronic vehicles.

Autonomous electronic vehicles (AVs) are being broadly tested and implemented in phases. Many if not most major vehicle manufacturers are working on this for coming products. They are showing success in this effort. It is therefore likely this change to autonomous will become the majority type of transportation over the coming years.

These AV systems use advanced computing, sensors and electronic drive vehicle components and structures to accomplish this new autonomy. They have begun to make them in volume and include various user applications.

New tactics, methods, operational measures are now possible with these new designs and traffic systems for improving the safety of the passenger. They lag behind in the purpose of getting from point A to B without collision. Sometimes, collisions are unavoidable even with the best of autonomous driving. Black ice on a bridge, a young bike rider's sudden loss of control, a blind person crossing the street, a tire blow out, a loss of load on the highway, a deer crossing over many lanes of traffic at high speed, abrupt weather changes to road surfaces and more can cause these unavoidable collision conditions.

SUMMARY

The inventor of the present disclosure has recognized a need to address one or more of the above-mentioned problems. The AV safety systems and methods of the present disclosure provide further ways to avoid a sudden and most dangerous impact from a collision upon the passengers. In some embodiments, the systems and methods of the present disclosure add more data input, more calculation to find that better outcome and provide improved physical means to enact those determined ways to accomplish improved safety outcomes.

Turning wheels, increasing or decreasing throttle, and applying brakes are normal controls and are used to avoid or limit impacts. The result is to eliminate or to lower injury conditions for occupants. To do this well is to implement the systems and methods of the present disclosure by which a preferred and safe action is determined by reviewing/analysis of available data (in some embodiments expanded or broadened data) so the use of these controls will provide the safest outcome. For example, an AV of the present disclosure can include a platform, a body, and a safety system. The platform and body can be akin to conventional autonomous EV designs, with the body configured to house passengers, cargo, etc., and the platform providing wheels, power, etc. The safety system includes a release sub-system and a control sub-system. The release sub-system includes various components, devices, and/or mechanisms that connect the body to the platform. The control sub-system includes a safety control module programmed to determine one or more actions when an imminent or unavoidable collision event occurs. Programming of the safety control module can be saved by/acted upon an existing autonomous controller, or provided with a separate controller carried by the AV. Actions by the safety control module can include prompting operation of the release sub-system to disconnect the body from the platform, either partially or entirely.

In some scenarios, the safety control module may determine that the safest action is to release only some of the connections provided by the release sub-system. In other scenarios, the safety control module may determine that the safest path is make certain action in the common controls in concert with other AV's in the surrounding area. In some scenarios, the safety control module may determine that the safest action is to “aim” the AV in a specific direction, speed up, and then separate the body from the platform. By way of non-limiting example, a safety plan generated by the safety control module may implement an option where the body glances off of the impact threat, avoids oncoming traffic, goes between two trees, and then past a building to come to rest in an open adjoining field. In some embodiments, the safety control module has access to and considers AV autonomous input and other data typical to Google satellite maps or other online available image data to determine the safest action to make more informed decision. Regardless, the end result is a better outcome for passengers of the body based on surrounding conditions, the safety of others and coordination with others to move through an ever-changing impact zone of influence.

It is anticipated that AVs will eventually be the dominate means of transportation. Even though AVs will improve safety over human driving and will be well controlled, not all conditions to avoid collision can be accounted for. Such issues like storm-caused road obstructions, black ice on bridges, deer crossings, biker action irregularities, or a blown tire are but a few examples. Unavoidable collisions will remain an issue. Current AV software and designs are incapable of providing the best safety solution. The safety systems of the present disclosure overcome these deficiencies by providing for the possible separation of AV body from AV platform as dictated by an analysis of available data. Additional data for the analysis can optionally be gleaned from images and wider spread sensor input. This, in combination with optional related situational analysis of how to best reduce inertia by rubbing, bouncing and smaller collision impacting of the body will improve the outcome of these unavoidable collision situations.

With the safety systems of the present disclosure, a release sub-system and a control sub-system are provided. The release sub-system includes one or more mechanical connection units connecting the AV body to the AV platform. The control sub-system includes a safety control module, and optionally one or more sensors (in addition to the sensors conventionally provided with an autonomous EV). The safety control module can represent programming integrated into existing safety-related controllers. In the event of an imminent or unavoidable collision, the safety control module can evaluate available information and decide upon a best course of action, including the possibility of releasing the body from the platform in a manner appropriate to send the detached body along a determined safety path. In some embodiments, the safety determination is preplanned and ready for enactment as soon as the unavoidable collision has been determined so time to decide how to act is nested. In some embodiments, the momentum of the body after mechanical connection unit release(s) provides an intended direction along a singular path line or multiple path lines caused by predetermined smaller impact or surfaces. In some embodiments, the safety control module is able or programmed to predetermine and effect a safe solution using mechanical connection unit release controls, AV motor speed or regeneration or direction, brakes, steering, proximity of the tire to the body, and timing coordination of these controls in combination with wireless communication with other AVs in the area and the safety controls provided with these AVs to provide a safer outcome for the passengers of the AV encountering an imminent collision and others in the impact zone of influence. In one example of safety path control, electrical wires or other extendable and optionally breakable or unbreakable lines between the body and the platform are used to limit or delay the safe path speed, direction or distance.

In some embodiments, the safety systems of the present disclosure employ sensors currently used with common AV designs and intended for partial or fully autonomous driving. In other embodiments, one or more sensors are placed on the highest part of the AV, or on extensions above the body, to gather additional situation input useful to determine a safest path or safer outcome. In yet other embodiments, online available mapping images from such sources as Google and Apple will be used to interpret fixed obstruction determinations. This can include type, size and location of obstructions or, conversely, for path openings to find the safest path for the separated body with passengers. In yet other embodiments, sensor data from previous trips and/or from other AV sensors confirm or provide new data for use in determining safety paths.

In some embodiments, the safety systems of the present disclosure control or utilize motor(s) of the AV to better effect sending of the released passenger body in predetermined direction (e.g., the AV motor(s) can be prompted using reverse polarity). In related embodiments, an adaptation of the reverse polarity option provides positive and directed selected motion to a body separated from the platform for the selected safety escape. It can provide a forward or rearward direction and do so at the speed needed to meet the selected safety plan. For example, in some embodiments, the safety system operates a body-to-platform mechanism that lowers the body a distance sufficient to effect contact between the body and wheel(s) of the AV; frictional interaction between the so-located body and the wheel(s) promotes the wheel(s) placing a force onto the body, sending the body in a predetermined safety path or direction at a desired time.

In some embodiments, the safety system uses prior sensor findings, area images and other historical data to predetermine fixed obstructions in the zone of influence (ZOI) and eliminates those as safety path options before this vehicle proceeds on the trip. It does this for an unreleased AV body and does this for a released body from the platform. Both are compared to find the safest safety path and AV condition. The safety system uses the remaining safety path options from the above analysis to make faster and better decisions just in time as safety is in jeopardy. It uses only those directions and distances that are considered safe from fixed obstructions first so that consideration time is nested. Preplanning is done to improve outcomes in case of a determination of an upcoming unavoidable collision. The pre-calculations may include assumed speeds of oncoming traffic and thus only make corrections based on sensed changes and new moving objects.

In some embodiments, in the case of an unavoidable collision with a fixed object, such as in the case of the vehicle losing traction on an icy day, the safety system considers the impact on the safety of the passengers by releasing the body from the platform using changed steering angle, reduced speed by braking, changing of motor direction or body to wheel contact after release. It would use type of obstruction such as bush vs. tree, to either release the body from the platform or to retain the body with the platform.

In some embodiments, in the case of an unavoidable collision with a moving object, such as an oncoming vehicle, the vehicle monitors all moving objects for direction and speed and is ready to perform avoidance control measures and as needed activate the safety separation system to achieve the safest remaining path.

In some embodiments, as moving objects come and go from the ZOI and they reduce safety path options from the already eliminated fixed object preplanning, the decision to release or not to release the body is performed based use of standard vehicle controls and changes to remaining time and distance criteria to effect the selected safety path.

In some embodiments, as moving objects in the ZOI eliminate safe paths in addition to the fixed object reductions the number of safety paths are easier to tabulate nearer real-time. This helps to make safer and faster decisions in the limited timeframe from knowledge of an unavoidable collision event to avoidance or reduction impacts. This includes the decision to release or not to release the body from the platform, to fully or partially release from the platform, how to use the vehicle controls in advance of the release, direction for release, likely friction contact time and distance for reduction of inertia after the body is released and glancing blow calculations. Pre-planning by the safety module whether it is onboard or wirelessly supplied greatly increases the likelihood of a safety system to be successful at reducing injury.

In some embodiments, coordination of activities, like speed and direction are based on data from others with safety systems. For example, each AV has an intended path and is self-monitored for remaining on a known path. If a variation is required during transit based on unintended changes by others, this change of direction and speed is shared with others in the ZOI so all can make changes to avoid an accident. However, if a collision is unavoidable, the safety path decision including any intended separation of the body from the platform is shared and the resulting coordination of safety systems will result in injury reduction.

In some embodiments, the safety system is able to preplan the safety path options, as limited by remaining path pre-trip or early in trip calculated safety path options based on fixed obstruction limitations.

In some embodiments, the safety system paths are further limited by surface conditions using known surface types on this trip, weather reports for this time period and images of ground variations. Such surface evaluation is used to determine safety path estimated stopping distance to determine potential impacts based on friction values and the distance to bring a separated body or unseparated AV to a safe stop. In one extended example of weather-related, pre-safety analysis for safety path limitation planning, the AV may choose to take a different course to get from point A to point B. For example, it may redirect to avoid an overpass assumed or historically proven to have potential for black ice in these conditions.

In some embodiments, the safety system uses not only the historical and current status of the ZOI data-based separation decision making for full or partial release of the body (B) from the platform (P) but in conjunction with application of common controls of throttle, brakes, motor direction to the wheel(s) system to avoid or lessen contact and injury. Monitoring directly all moving objects as they come into and proceed through this AV vehicle's (AV1) ZOI. This assures others are maintaining a safe path relevant to the AV1direction. When any ZOI AV diverts because of an unexpected occurrence it may cause further unsafe conditions from the pre-considered path for AV1in whole or in parts during a safety system action. This shared knowledge is applied to the AV1safety system actions to effect the safest outcome for itself and others involved.

In some embodiments, at some time in the future if all AVs and even bikers or pedestrians with cell phone coordination the coordination will be more encompassing to maintain smooth and safer flow by avoiding contact. However, in the meantime there will be more exceptional conditions that will require more safety system intervention.

In some embodiments, the safety systems of the present disclosure incorporates or makes use of one or more airbags that inflate to raise the body above any irregularities in the platform and/or to place the body on a level of exit better suited for the safety of the passengers. One non-limiting example is the fore and aft castings with battery construction format exhibited by Elon Must on Sep. 22, 2020 as part of a presentation on future EV and AV Tesla® platform. This leaves an irregular base for mounting a body and thus more difficult to separate and exit the body from the platform. With these and similar constructions, airbags can be used with the safety systems of the present disclosure to raise the body with separation, providing a way to implement the safety system with platforms that are designed with less than ideal exit configurations. In one published image of the Tesla® platform post-announcement mentioned above, it shows supportive-to-body features above the battery. These are assumed to provide a more uniform bottom for connecting the body. The release devices of the present disclosure remain applicable if nested in or around these features. Further, the castings shown may have permanent or activated openings for the tire to provide tire exposure for contact to the released body for positively directing the body on the safety path. Regardless of the moving tire to body option, the braking, throttling, aiming and removal of the body from the platform can send the body on a determined safety path.

DETAILED DESCRIPTION

Some aspects of the present disclosure are directed to systems, devices and methods for protecting passenger(s), cargo, etc., being transported in an autonomous electronic vehicle (AV), for example in the event of an imminent or unavoidable collision. In general terms, some embodiments of the present disclosure provide a safety system for installation to an AV, with the safety system including a release sub-system and a control sub-system. Other embodiments of the present disclosure provide an AV that includes the safety system. As described in greater detail below, an AV includes a passenger pod (or body) and a platform (or power unit or skateboard). The control sub-system is operable to designate that the AV will experience or is experiencing an unavoidable collision event (e.g., sufficient to cause injury to passenger(s) or harm to cargo), and to derive a safest path for the passenger pod. The control sub-system is further operable to cause the body/passenger pod and the platform to release from one another, via prompted operation of the release sub-system, in a manner that promotes the body/passenger pod traveling along the derived safest path. In some non-limiting examples, reversal of motor polarity by one or more of the wheel motors can assist in implementing a reduction in collision impact or avoidance of collision. In some non-limiting examples, an area of friction between one or more of the wheels and the body enhance sending of the body along a desired path, with or without reversal of motor polarity.

Today's advancements in software and hardware developments that permit the successful transport using fully autonomous AVs are now partially in use, at least in test, and broad implementation is assumed. The safety systems and methods of the present disclosure take an important further step forward to address the situation when an autonomous vehicle recognizes an imminent collision. Collisions by a well-governed AV can and will occur for various reasons, such as black ice, unexpected vehicle movements, pedestrians, bicyclers, storm obstructions, or other unpredictable or unavoidable circumstances. The systems and methods of the present disclosure recognizes the emergency status and provides an improved outcome.

By way of background, there are several electronic vehicle (EV) and coming AV designs that use a common feature. It is the use of two major components to build the completed EV. One major component is sometimes called a platform (or power unit or skateboard) composed of the at least a battery, wheels, motors and steering. Then a second major component, the passenger pod, sometimes called the body, is designed to be attached to the platform. Some developments originate the two major components from two different companies with coordination. The terms “platform” and “body” are used in the present disclosure. Various controller(s), sensor(s), mechanism(s), etc., are then added to render the base EV design autonomous (e.g., converting the EV to an AV). Consistent with these explanations,FIG.1schematically reflects a conventional or prior art AV20as comprising a platform22and a body24. The body24is permanently mounted to (or integrally formed with one or more components of) the platform22, for example via bolts, welds, etc. One or more operational controllers (not shown) are provided with one or both of the platform22and the body24, and generally comprise a computer or computer-like device (e.g., processor(s) or microprocessor(s) operating or programmed to operate (software) various instructions or logic, memory, storage device, etc.) that control normal operations of the AV20(e.g., turning engine on/off, speed, acceleration, steering, braking, etc.).

With the above in mind, one embodiment of an AV30in accordance with principles of the present disclosure is shown in block from inFIG.2. The AV30includes a platform40, a body42, and a safety system44(referenced generally). The safety system44includes a release sub-system50and a control sub-system52. The release sub-system50includes one or more mechanical connection units that connect the platform40to the body42in a manner facilitating a robust attachment under normal operating conditions, as well as selectively releasing the platform40and the body42relative to one another when prompted by a safety control module54of the control sub-system52as described in greater detail below. The AV30further includes one or more operational controllers (not shown) as conventionally employed with an AV that control normal operations of the AV30. The safety control module54can be incorporated into the operational controller(s) (e.g., software or programming operated by a processor of the operational controller). In other embodiments, the control sub-system52can include a dedicated computer or computer-like device separate from the operational controller(s) and operating the safety control module54otherwise programmed (e.g., logic, machine readable instructions, software, etc.) to perform the various safety-related features or instructions described elsewhere. In yet other embodiments, the safety control module54is operated (e.g., programmed to) by a computer entirely apart from the AV30; with these and related embodiments, the safety control module54is in wireless communication with one or more operation controllers carried by the AV30to wirelessly implement a determined safety plan. As described in greater detail below, the safety control module54considers or monitors data from various sources in determining a safety plan for a particular set of circumstances associated with an imminent or unavoidable collision event. In this regard, the data can come from sensors provided with a conventional AV design. In other embodiments, the control sub-system52optionally includes one or more additional sensors56as described below (e.g., top-of-body mounted sensors) to broaden the scope of sensor input beyond the common AV scope of input.

The platform40can be, or can be akin to, the platform22(FIG.1) associated with known or existing AVs. Thus, the platform40can include at least the requisite battery, wheels, motors and steering mechanism as known in the art for operation of an AV. In other embodiments, the platform40can include one or more additional components not typically utilized or provided with a conventional EV platform as described below. Similarly, the body42can be, or can be akin to, the body42(FIG.1) associated with known or existing AVs. Thus, the body42can include at least an outer housing defining a compartment or other enclosed area for passengers, cargo, etc., along with door(s), window(s), etc. for accessing the enclosed area. In other embodiments, the body42can include one or more additional components not typically utilized or provided with a conventional AV body as described below.

The safety system44, including the release sub-system50and the control sub-system52, can assume various forms and incorporate various features as described in greater detail below. In general terms, the connectors or fasteners or mechanisms (or mechanical connection units) of the release sub-system50attach the platform40to the body42and are remotely controlled by the control sub-system52to perform the act of purposely timing and directing separation of the body42from the platform40. The release sub-system50can optionally provide two or more points of connection or attachment between the body42and the platform40. The purpose is to improve the safety outcome for passengers (or cargo) within or carried by the body42at least one of, optionally all of, before, during and after the event of an unavoidable collision.

In some embodiments, the safety system44is configured (e.g., the safety control module54of the control sub-system52is programmed) to determine and effect a best case timing and direction of movement of the body42away from the collision event location according to situational data analysis performed continuously during normal operation of the AV30. This can be done so there is readiness and so the safety system40nests the preparation time and thus improves its ability to react more quickly and appropriately to an unavoidable collision situation. This, in turn, can result in a reduced impact, sequenced contact to improve or reduce hazards to passengers.

By way of non-limiting example,FIG.3illustrates, in simplified form, sequential operation of the safety system44(FIG.2) in the event of an unavoidable collision as the AV30is traveling along a road60with various road-side obstructions62(buildings, signs, lights, etc.). A point in time A, the AV30is traveling along the road60under normal operating conditions in a relatively straight-line path (left-to-right relative to the orientation ofFIG.3), for example as would a conventional AV, with the platform40attached to the body42. Various sensor information and surrounding data is continuously being reviewed by the control sub-system52(FIG.2). As reflected by dashed arrows64, the safety control module54(FIG.2) optionally operates to continuously determine possible safety travel paths otherwise avoiding the obstructions62. This normal mode of operation continues at point in time B. At point in time C, an imminent or unavoidable collision event of the AV30with an object66(e.g., a vehicle determined to be entering onto the road60; an obstacle/body accidently left on the road60; etc.) is determined or estimated as being highly likely. The determination or estimation of an unavoidable collision event can be made by the logic/programming associated with the safety control module54(FIG.2) and/or by logic/programming conventionally provided with some AVs. Regardless, upon determining that an unavoidable collision with the object66will occur (e.g., designated by dashed line67inFIG.3), the safety control module54determines a safety or safest path (e.g., designated by dashed line68inFIG.3) for the body42that avoids, to the extent possible, any road-side obstructions62and the object66, and then operates the release sub-system50(FIG.2) to release the body42from the platform40at a point in time D that is determined to “send” the body42along the safety path68. It will be understood that immediately prior to release, the body42is traveling with the platform40; thus, when released, the body42has momentum in a direction of the platform40at the time of release. Further, the AV30may be operated/controlled so as to minimize the likelihood of a direct collision with the object66. These factors can be accounted for by the safety control module54(e.g., turning the platform40from the straight-line path between point in time C and point in time D). Once released, the body42travels long the safety path68and comes to rest at point in time E at a location free of any road-side obstacles62. The platform40may be caused to take other evasive actions relative to the object66. Regardless, passengers and/or cargo being transported by the body42are safely removed from the hazards of the collision with the object66.

From the above descriptions, one safety value provided by the systems and methods of the present disclosure is a reduction of mass and inertia by sacrificing the platform40. Another value potential is to use the platform40to create a safer path by sacrificing the platform40on the colliding force. It may avoid or deflect energy from the colliding force. In some embodiments, surfaces of the platform40can cushion this contact and create time to implement a desired safety path. Further, it may be deemed best for the body42to escape or reduce contact by using common control features of the AV30, for example throttle, brake, brake regeneration, steering or wireless instructions to other AVs in the imminent collision zone so as to take corrective or clearance action and to time the exit for the desired safety path. The separation may have the best outcome if the body42separates based on braking of the platform40ahead of the collision. If the imminent collision event is a hit from behind while stationary, it may be best for platform-to-body connectors to be released with a specific timing based on, for example, compression of an energy absorption bumper provided with the platform40. This decision may use data derived from a bumper-located sensor. A side impact in some situational analysis may sequence the connector releases to help the body42roll to the side of the platform40. Other variations of connector release and use of forces upon the platform40or with the platform40upon the body42can be employed to improve the outcome for passengers of the body42.

Operation of the safety system44, and in particular the safety control module54of the control sub-system52, in effecting a pre-planned best exit implementation process are further explained with reference toFIGS.4A and4Bin which an AV70in accordance with principles of the present disclosure is illustrated. The AV70includes a platform80and a body82commensurate with the descriptions above. The platform80includes, amongst other components, a base90and various wheel assemblies. For example,FIG.4Billustrates two wheels92linked to an axle94that in turn is connected to the base90. Additional wheels92are shown inFIG.4A. The wheels92are mounted so as to be rotatable relative to the base90, and thus relative to the body82, about a corresponding drive axis (labeled as D inFIG.4B). Further, the wheels92can pivot or rotate about a corresponding turning or steering axis S (labeled as S inFIG.4B). A steering mechanism (not shown) of a type known in the art can be connected or linked to one or more or all of the wheels92to effect desired steering or turning (e.g., in some embodiments, some of the wheels92can be positively or actively steered, while others of the wheels92more passively follow an effected turn). Regardless, the body82is connected to the platform80by components or mechanical connection units of a release sub-system100as generally reflected inFIG.4B. Though not specifically identified in the views, a control sub-system commensurate with the descriptions of the present disclosure is further provided, and operates (e.g., a safety control module of the control sub-system is programmed) to prompt operation of the release sub-system100to disconnect the body82from the platform80, for example under circumstances of an imminent or unavoidable collision.

In some optional embodiments, and as reflected byFIG.4A, the AV70can incorporate sensors110along the body82. Information from the sensors110can be utilized by the control sub-system (not shown) in determining a best exit path or safety path for the body82in the event of an imminent or unavoidable collision. In some embodiments, the sensors110can be of a type and location conventionally employed with AVs. In other embodiments, the sensors110can be configured and/or located intentionally for the safety methods of the present disclosure, and thus can be considered components of the control sub-system. Further, data from additional sensors (not shown), either on or apart from the AV70, and/or other sources can be employed as part of the safety path determination algorithms of the present disclosure.

In the views ofFIGS.4A and4B, dark lined, dashed arrows120represent but a few possible unavoidable forces that could act upon the AV70with a collision. Upon determining that a collision is imminent or unavoidable and the likely force(s)120that will be placed upon the AV70when the collision occurs, the control sub-system (and in particular the logic or algorithms acted upon or implemented by a safety control module of the control sub-system) determines a desired safety path for the body82, and then implements various operational steps to implement the desired safety path. For example, one or more or all of the wheels92are caused to turn (about the corresponding steering axis) and/or are driven about the corresponding drive axis D. The release sub-system is prompted to release the body82from the platform80, sacrificing power and inertia of the platform80. The body82escapes from part of the force of impact of the imminent collision to scrub off energy over time and surfaces, thus improving a safety outcome for passengers in the body82. The escape path of the body82can be in a direction opposite a current direction of travel of the AV70should a forward safety path be unavailable or less safe; for example, wheel friction on the body82can be used to send the body82in a direction away from the impending impact.

As a point of reference,FIG.4Bbest reflects a common design feature of many AVs whereby the platform base90(typically comprised primarily of a battery) defines a common channel within which the body82generally resides. The battery is often used to form the platform base90, with the base90used to mount the wheels92with motors at the side fore and aft. These necessarily extend below and above the platform base90and create a “containment” for the passenger body82. In the common design of AV platforms with high wheel features (with or without the integrated motors of an REE.com type design), the wheels92become a built-in channel for “aiming” the body82at the moment of release from the platform80.

As will be understood by the above explanations, monitored data employed by the control sub-system52(FIG.2) for determining the safety path can come from a variety of sources/sensors that may or may not be included with a conventional autonomous EV. With this in mind,FIG.5Ais simplified representation of an AV130in accordance with principles of the present disclosure;FIG.5Bis a schematic diagram of sensors/controls provided with the AV130. The AV130includes a platform140, a body142(referenced generally inFIG.5A), one or more operational controllers144, and a safety system146(referenced generally inFIG.5B).

The platform140can take any of the forms of the present disclosure, and in some embodiments can be, or can be akin to, a convention platform of a known AV. For example, the platform140includes wheels148(one of which is labeled inFIG.5A) each powered or driven by a motor150(one of which is labeled inFIG.5A). Similarly, the body142can take any of the forms of the present disclosure, and in some embodiments can be, or can be akin to, a convention body of a known AV. As best shown inFIG.5A, in some embodiments, one or both of the platform140and the body142can include or carry bumpers152(one of which is labeled inFIG.5A). The bumpers152can assume a variety of forms useful with AV's, for example crush-type bumpers as are known to those of ordinary skill.

The one or more operational controllers144are computers or computer-like devices programmed to perform conventional or standard AV control operations (e.g., speed, steering, braking, etc.). Labeling of the operational controller(s)144inFIG.5Bimplicates that the operational controller(s)144can be carried by the platform (labeled as144A), the body (labeled as144B), or both the platform and the body (144C). As with conventional AV's, the operational controller(s)144can interface and/or communicate with various components of the AV130, for example standard autonomous system sensors154, standard AV controls156, and standard AV electrical system158. The standard autonomous system sensors154are also generally identified inFIG.5A

The safety system146includes a release sub-system160(referenced generally inFIG.5A) and a control sub-system162. The release sub-system160can assume any of the forms of the present disclosure, and generally includes components and/or mechanisms that attach the body142to the platform140in a manner permitting release of the body142from the platform140when prompted by the control sub-system162.

The control sub-system162includes a safety control module or engine170that receives information from various sources and is programmed to determine a safety path in the event of an imminent or unavoidable collision event. The safety control module170can be incorporated into a computer or computer like device apart from the operational controller(s)144, can reside in the operational controller(s)144(e.g., installed into a software application operated by the operational controller(s)144), or can reside in a computer or computer-like device entirely apart from a physical structure of the AV130and in wireless communication with components of the AV130necessary to receive desired sensor information and prompt performance of a determined safety plan. In more general terms, the safety control module170can include or operate various algorithms, artificial intelligence/machine learning programming, and safety switches for performing the safety methods of the present disclosure. As further reflected byFIG.5B, the safety control module170optionally includes one or more wireless communication devices (transceiver, Bluetooth, NFC, MICS, etc.) as is known in the art for reasons made clear below.

In some embodiments, the safety control module170communicates with or receives data/information from the standard autonomous system sensors154(e.g., 3D accelerometer, 3D gyroscope chip, distance sensors, camera image analysis, etc.). Other sensor-type information is also optionally reviewed or considered by the safety control module170. For example, in some embodiments, the control sub-system162includes one or more broad area-type sensors172carried by one or both of the platform140and the body142that deliver sensed information or data to the safety control module170. In some embodiments, the control sub-system162includes one or more bumper sensor174(e.g., at least one bumper sensor174is provided or embedded into each of the bumpers152) that deliver sensed information or data to the safety control module170. Additional sources of information or data for the safety control module170optionally include status and/or location information from other AVs operating near the AV130as indicated at176(e.g., can be wirelessly signaled to the safety control module170); weather data178(e.g., wirelessly signaled to the safety control module170); various internet-derived information or data180(e.g., satellite images, photos from the cloud, Google/Apple resources, etc.). Other sources of data can also be utilized by the safety control module170. Regardless, the safety control module170is programmed to review or monitor available sources of information or data in continuously or periodically determining a safety path for the body142upon occurrence of an imminent or avoidable collision.

In this regard, having a predetermined safest action plan can be important given the presumed short time between confirming a forthcoming unavoidable impact and actual impact. By continually evaluating status and options, the safety control module170can determine the safest path and always be ready for an emergency situation. Using the remaining time for action to improve the outcome is thus extended and options broadened. This ongoing evaluation can provide a valuable readiness status, and can be beneficial to the safety systems of the present disclosure.

The safety control module170can be programmed to take various actions upon determining or being informed of an imminent or unavoidable crash event, and is connected (wired or wireless) to various components to implement a selected action. For example, the safety control module170is connected to the release sub-system160, operating to prompt components/mechanisms of the release sub-system160to operate in a desired, coordinated fashion in releasing the body142from the platform140. The safety control module170can further communicate with the standard AV controls156as part of a body release routine (e.g., controlled wheel steering or speed coordinated with releasing operation of the release sub-system160, reversing polarity of a motor associated with one or more of the wheels, etc.). Optionally, the safety control module170communicates (wired or wireless) with, and prompts operation of, other components of the AV130, such as standard safety system devices190(such as air bags), devices that extend to create friction, cushion impact, etc. Optionally, the safety control module170is programmed to generate an emergency report200in the event of a collision, and communicates the report (e.g., wireless communication) to appropriate sources, such as police, medical, etc.

From the above descriptions, the monitoring of surrounding activities by the safety control module170can include that already being performed by conventional AV systems and related sensors. However, in some embodiments, situation data input can be further enhanced to include accounting for fixed objects within the range of the body142after being separated from the platform140. This data can be available, for example, online for most roads and road adjoining areas from captured images. It can also be enhanced in some embodiments by adding longer-range cameras or other sensors mounted, for example, on top of the body142and/or on extensions projecting above a roof of the body142. It can also be enhanced by information coming from other AVs and their sensors in the zone of influence. Regardless, the standard AV sensors work in combination with the extended area sensors from fixed objects, cameras or moving AVs, and/or Internet obstruction data. Where employed, this information is used or considered to generate the safest impact free or reduced impact safety path for the body142.FIG.6graphically illustrates the possible expansion of data made available to the safety control module170beyond sensors commonly provided with AVs.

Returning toFIGS.5A and5B, in some embodiments, the safety control module170is programmed to consider or determine surface types where the body142can use sliding contact to better scrub off energy on the ground or obstacle surfaces. It can also consider glancing, bouncing, rubbing-off energy intermittently along the safety path in some embodiments. The selected safety path desirably provides the least harmful single or multiple impacts to the body142during the act of stopping. This sequence can extend and reduce the impending collision to reduce injury to passengers of the body142.

In some embodiments, the safety systems and safety control modules of the present disclosure use only the standard sensors and computing typically provided with an AV to prompt operation of the release sub-system for a safer outcome. Alternatively, additional data can be monitored to help decide an even safer path for the body142upon ejection or release from the platform140. This additional data can come from one or more sources by analysis and artificial intelligence (AI). For example, additional sensors can be provided with a longer range but use that data quickly based on it being determined to show or implicate a bush or tree. One is a positive and the other is a negative to safety. Real-time sensors when mounted higher on the AV can be combined with Internet-retrieved ground or satellite images in combination with real-time site input. These additional cooperative data sources can improve the separation or release decision making, and can provide a strong likelihood for safer separation type and time and direction for the body142and the platform140. In some embodiments, previous AV traffic gathers their sensor data to confirm and add to or subtract from shared data. This additional cooperative data source can continue to improve the basis for release decision making, and can provide a stronger confidence factor for safer separation type, sequence, timing and direction for the body142and the platform140decisions for passenger protection.

As mentioned above, in some embodiments the safety control module170can consider or review the internet-derived information or data180in determining a desired safety path or actions. For example, internet images can be useful. A Google map satellite image, for example, may show curbs, fences, abutments, buildings, trees, bus stop enclosures, hydrants and other obstructions. This information can assist in the safety control module170in the preparation and programming to find the safest exit path for the body142. Readiness can be improved. Timing can be broadened to permit more and safer options. Terrain for bouncing or scraping off energy can be considered for possible safety paths. This may include, for example, a decision to direct the body142to travel and rest in a field, grassy yard, pond, park or parking area to improve readiness and quality of escape decision-making.

The systems and methods of the present disclosure optionally employ artificial intelligence and techniques. For example, the percentages of likelihood for correctness of received data or information can be determined, such as the age of a satellite photo versus a broad area real-time sensor. Comparison analysis algorithm or validation prior to including or excluding received data can be performed in some embodiments.

Processes performed by the safety control module170can, in some embodiments, include the consideration of the platform140and/or the body142upon other AVs, pedestrians, bikers, and others in general. A series of sensor data from different directions can identify a biker and forecast progress for future traffic, for example.

As mentioned above, one of the benefits of the systems and methods of the present disclosure by separating the body142from the platform140is the reduction of weight (and thus inertia) when moving by abandoning the platform140. The safety systems of the present disclosure optionally further utilize operational control of the platform140. This can be done to reduce speed, redirecting the body142and the platform140to reduce possible injury, including the reduction or elimination of possible injury to others outside of the body142. Optionally, the systems and methods of the present disclosure can include continued wireless coordination with other AVs. In yet other embodiments, the safety systems of the present disclosure can be configured to deliver warning to others using their mobile devices and/or speakers carried by one or both of the platform140and the body142to alert pedestrians, bikers, etc.

In some embodiments, the safety systems of the present disclosure utilize crush zones as part of the direction, speed or impact decision variables. As a point of reference, some AV platforms are not designed for crushing as the battery carried by the platform is a major portion of the structure. With this in mind, some optional embodiments of the present disclosure improve safety by using crush zone(s) (e.g., the crush bumpers152) as a sacrificial “egg crate” or compression zone(s) of mechanical devices. The crush zones or bumpers can be on the ends of the AV, sides of the platform140, and/or around the body142. These crush or compression zones, where provided, can further carry or include sensors to assist in the safety system decision making.

In more general terms, the safety systems of the present disclosure, for example the safety control module170, can be programmed to perform and implement various processes. These can include, but are not limited to, the safety action (e.g., “yes” or “no” to releasing the body142from the platform140), safety action sequence (e.g., “yes” or “no” for more than one body-to-platform release and timing of same), safety assist using common controls (determining which available controls are required to meet the safety implementation, and how and when to use them), and safety path selection (direction for the body142upon separation from the platform140). Further, the safety systems of the present disclosure can optionally create a desired path for the body142by, for example, governing other AVs, announcements or warning sounds, and/or lights, deploying body extensions such as an air bag or wind scoop to increase drag, etc.

The decisions outlined above can be based upon an analysis of available data that serves to inform the safety control module170to enact a safer outcome. This can include the safety of others in the expected impact area. The safety processes of the present disclosure can optionally be improved by continuously monitoring the changing physical status surrounding the AV130, allowing the safety control module170to make better conclusions by being better informed and having more options for escaping or reducing hazards. The surrounding status can be evaluated so that the safety control module170“knows” more about the area surfaces as the AV130proceeds to a destination. With this information, an intent for the body142upon separation from the platform140can be determined and implemented. The safety control module170can consider the environment, including fixed, temporary, and/or moving obstacles. The safety control module170can optionally be programmed to consider removing energy of the released body142by friction, including cooperative friction and redirecting with other AVs. The safety control module170can optionally be programmed to consider friction interactions of the body142with the ground or other fixed surfaces. The safety path analysis can continuously determine a selected safest option or options in preparation for a possible imminent or unavoidable collision event so this time is nested. With these optional embodiments, a more effective reaction time can be provided before an actual unavoidable collision event occurs. Thus, the calculations and direction for exit strategy are done in advance, and the actual safety system timing can provide more options for a better outcome. This includes a better outcome not only for passengers of the body142, but for all potentially involved in and around the event.

All normal controls of the AV130can be available to assist in the implementation of the safety plan generated by the safety control module170. By way of non-limiting example, the AV130can be caused to speed up and then brake with timed release of the body142from the platform140as the wheels of the platform140direct the body142to the safety path ahead of the collision. The platform140may then turn as a blocker into the path of the collision to absorb or deflect to best protect the body142as it escapes.

In some embodiments, the safety systems of the present disclosure, for example programming, algorithms and/or logic provided with the safety control module170, can use the autonomous automation system for normal operation, but also to compare the AV130with other's past and current data gathering to determine how best to direct the platform140and the body142while attached and when separated to proceed most safely to a stop through traffic, on roadways and surrounding areas. To accomplish this, the safety control module170can also use data from the Internet about the area in question to avoid other impacts, and optionally adjoining terrain and obstacles to find a best solution. In some embodiments, the safety control module170can be programmed to, where possible, avoid a possible imminent collision if it is determined that sufficient space, speed and time are available. Under these circumstances, the safety control module170can prompt performance of the necessary collision avoidance steps and need not prompt release of the body142from the platform140. Similarly, in some embodiments the safety control module170can be programmed to evaluate objects (e.g., vehicles) approaching the AV130from behind (e.g., the AV130is stopped at a stop light and another vehicle is traveling toward the AV130); where it is determined that the approaching object cannot stop in sufficient time, the safety control module170can prompt performance of evasive actions (e.g., releasing the body142to move upon impact, moving the AV130out of the away of the approaching vehicle, etc.).

In some embodiments, the safety control module170is programmed to share decisions and readiness with the safety control modules of other AVs176active in the area of influence so they can coordinate for additional safety. For example, the two safety control modules can generate and implement a coordinated plan, directing the two released bodies to make the best of a bad situation. An icy road may cause an unavoidable collision, but handshaking decisions, such as which AV goes left and which AV goes right at the last moment, can greatly reduce the impact for both. Further, the reduction of mass by disposal of the platforms can improve the outcome for both bodies (and thus the passengers). One possible benefit is the reduction of inertia and mass. The protective enclosure remaining around the passengers by the body is better removed or angled from the collision source. The location, mechanical design, sequencing of separation or time (and similar safety impacting the AV design) can further provide options for the use of autonomous directing. The automated motion reasoning is thereby improved by two safety control modules working in combination regardless of any body/platform separation decisions. This can improve the amount of time to stop for the passengers, impact suddenness reduction, impact point multipliers to become force distributors and can make the impact inconsequential (or less consequential) to reduce or eliminate injury by eliminating or reducing sudden impact(s).

It is contemplated that AVs will be both in and out of passenger service. For example, an AV may autonomously be moving to pick up passengers or deliver items. In some embodiments, the safety control module of a particular AV can be informed of and consider an out-of-passenger service status. For example, an exchange right-of-way (ROW) “rule” can give the out-of-passenger service AV less priority for body release/extraction for safety reasons than other AVs on the road with passengers. Thus, the safety control module can decide to allow the out-of-passenger service AV to impact the obstruction as complete AV (i.e., the body not separated from the platform), or permit separation as requested by the safety control module of another AV to accommodate the safety of the passengers of that other AV.

The release sub-systems of the present disclosure can assume various forms that provide robust attachment or connection between the body and platform under normal operating conditions, and facilitate partial or complete release of the body from the platform when prompted by the safety control module. The release sub-system can include mechanical, magnetic or breakaway features (also referred to as “mechanical connection units”) that can be activated by the safety control module, and can be designed to implement a safety action or actions speedily. The release sub-system is optionally capable of using releases and controls sequentially to redirect each major component of the AV for the overall purpose of improving passenger outcomes.

In some embodiments, the release sub-system can include mechanical connection units (e.g., components, devices or mechanisms) that effect mechanical connection/disconnection between the physical structures of the body and platform. Optionally, the release sub-system can further include electrical connection units (components, devices or mechanisms) that effect disconnection of wiring or other flexible cable running between the body and platform. The mechanical connection units that otherwise make the AV a working transportation device may be located in the common surface area between the body and the platform, at the enclosure of fixed wheel covers (where provided), at the fore and aft ends of the platform and body, etc. Regardless, the mechanical connection units can be prompted to release the body from the platform simultaneously or sequentially (depending upon a selected safety path or action, for example) to affect the timing and redirection for the determined safest extraction of the body.

With respect to mechanical connection units between the body and platform, mechanical releases of the present disclosure can be designed to be quick, dependable and under control while the AV is either moving or stationary. The mechanical capture desirably provides both the option of retention and release.

For example,FIG.7illustrates portions of one example of a mechanical connection unit200useful with the release sub-systems of the present disclosure as part of an AV210. The AV210includes a platform212and a body214that can be akin to any of the platforms and bodies, respectively, of the present disclosure. In some embodiments, the platform212includes a housing220, a power unit (e.g., battery)222, and wheel assemblies224(a portion of one of which is shown inFIG.7). The housing220defines a base wall226and a side wall228. A skid plate230is optionally attached to and extends along an exterior of the base wall226(e.g., the skid plate230can be ultra-high molecular weight (UHMW) material, steel or other structurally rigid material welded or adhered to the housing220). The power unit222is maintained within the housing220. The wheel assembly224includes a wheel232mounted to an axle that in turn extends through the housing220. Mounting of the wheel232can provide for active or passive steering. The body214forms an enclosure zone at which passengers and/or cargo can reside, such as at least partially by a floor panel240and a side panel242. In some optional embodiments, the body214can include a skid plate244attached to and extending along an exterior of the floor and side panels240,242as described in greater detail below. Other constructions for the platform212and the body214are also acceptable.

With the above, general construction of the platform and body212,214in mind, the mechanical connection unit200includes one or more solenoid actuators250. Each of the solenoid actuators250includes a case252and one or more pins or plungers254(labeled for one of the solenoid actuators250inFIG.7); for example two of the pins254. As is understood by one of ordinary skill, components within the case252(e.g., electrical coil) operate to dictate a position of the pins254relative to the case252. In the arrangement ofFIG.7, the solenoid actuators250have been operated to locate the corresponding pins254in an extended position; further, each of the solenoid actuators250can be operated to retract the corresponding pins254from the extended positon. The housing220, the optional skid plates230,244, and the body214can form an aperture sized to slidably receive a corresponding one of the pins254, with the so-formed apertures being aligned with one another upon final assembly. Each of the solenoid actuators250are mounted relative to the body214such that in the extended position, the corresponding pins254extends through a panel of the body214(e.g., the floor panel240or the side panel242) and one or both of the optional skid plates230,244and a wall of the housing (e.g., the side wall228), thereby interconnecting the platform212and the body214. In a retracted position of the pins254, the platform212is no longer interconnected to the body214at the corresponding solenoid actuator. A safety control module (not shown, but akin to the safety control module170ofFIG.5B) is operatively connected to each of the solenoid actuators250and operates to dictate a position of each of the pins254(e.g., the solenoid actuator250can normally assume an “on” state in which the corresponding pins254are in the extended position, and when signaled by the safety control module, transitions to an “off” state in which the pins254are retracted).

With the non-limiting example ofFIG.7, two of the solenoid actuators250(and four of the pins254) are illustrated as effecting a connection between the platform212and the body214in a region of the wheel232. Similar solenoid actuators and mountings can be provided at regions of other wheels of the platform212. The solenoid actuators250can optionally be arranged so as to provide one, two, or more solenoid-based connections at the base wall226and the floor panel240, and at the side wall228and the side panel242. Any other number of solenoid actuators250, more or less than two, is also acceptable. Further, while the solenoid actuators250are shown as being mounted to the body214, in other embodiments, some or all of the solenoid actuators250can be mounted to the platform212.

FIG.8Aillustrates portions of another example mechanical connection unit260useful with the release sub-systems of the present disclosure as part of an AV270. The AV270includes a platform272and a body274that can be akin to any of the platforms and bodies, respectively, of the present disclosure. In some embodiments, the platform272includes a base wall276and wheel assemblies278(a portion of one of which is shown inFIG.8A). An optional low friction skid plate280can be assembled to or formed by the base wall276. The body274includes a housing282forming an enclosure zone at which passengers and/or cargo can reside. Other constructions for the platform272and the body274are also acceptable.

With the above, general construction of the platform and body272,274in mind, the mechanical connection unit260includes a solenoid290operable to move a catch pin292between a connected state (reflected byFIG.8A) and a disconnected state (shown inFIG.8B). The solenoid290is mounted to the platform272, with the body274forming or defining a slot294sized and shaped to receive and capture the pin292in the connected state. The solenoid290as assembled to the platform272aligns the catch pin292with the slot294. In the connected state ofFIG.8A, then, the catch pin292is captured within the slot, such that the mechanical connection unit260interconnects the platform272and the body274. A safety control module (not shown, but akin to the safety control module170ofFIG.5B) is operatively connected to the solenoid290and operates to dictate a state of the catch pin292(e.g., the solenoid actuator290can normally assume an “on” state in which the pin292is in the connected state or extended position, and when signaled by the safety control module, transitions to the disconnected state in which the pin292is retracted).FIG.8Billustrates the disconnected state in which the catch pin292has been retracted from the slot294, releasing the body274from the platform272. While the solenoid actuators290is shown as being mounted to the platform272, in other embodiments, the solenoid actuators290can be mounted to the body274. Further, additional mechanical connection units260can be provided with the AV270, for example one (or more) mechanical connection unit260near each of the vehicle's wheels.

In one variation, the body274is elevated from the platform272and when the catch pin292is retracted to release the body-to-platform attachment, the body274drops to the optional skid plate280(e.g., ultra-high molecular weight (UHMW) plastic) so that the gap over the wheels is eliminated and the wheel can, in a determined direction and speed, use that friction to speed the exit of the body274from the platform272on the predetermined safety path.

Other mechanical connection unit constructions are also envisioned. For example, the capture or catch pins ofFIGS.7and8can be mounted to the body, the platform, or a combination thereof. The mechanical mechanisms or devices useful with the release sub-systems of the present disclosure can include springs, pneumatics, hydraulics, magnetics, electrical solenoids, explosives, etc., or combinations thereof. For example, many controlled breakaway feature options can deliberately activate the safety system using engineered materials as a force to maintain a connection up to a point of desired release. Bolts are available with these limits and could be employed to hold the body to the platform. An adjoining force mechanism can be made to exceed the engineered break force of the bolt(s) when safety breakaway is desired. One example of a mechanical solenoid activated capture sleeve, pin-in-slot, is shown inFIG.7as described above. It will be noted the manner in which the pin is captured and released, and may use either the solenoid product types of “push” or “pull”. Thus, the retention can be held under power or non-power. Either way, the captured and released pin when released can provide determined capture or release control.

Optionally, directivity with the release sub-systems, and in particular mechanical connection units, of the present disclosure can be aided by a rail, a slot or platform channel created by the wheels. The release can be mounted to the bottom surface or the wheel enclosure surfaces, from on the platform ends, or some combination of the same. For example,FIG.9illustrates portions of another mechanical connection unit300useful with the release sub-systems of the present disclosure, and includes a first solenoid actuator310, a second solenoid actuator312, a guide plate314and guide rails316. The first solenoid actuator310can be akin to a conventional solenoid, and includes a case320and a capture arm322. The second solenoid actuator312can be akin to a conventional solenoid, and includes a case324and a pin326. The pin326is sized to be selectively engaged by the capture arm322.

The guide plate314is mounted to the body (not shown) of the AV, for example in a region of a wheel associated with the body of the AV. The guide plate314defines an arcuate slot328. Upon final assembly, the case320of the first solenoid actuator310is slidably connected to the guide plate314at the arcuate slot328(e.g., by a rib330), allowing the case320be selectively held at a desired location along the arcuate slot328. With this construction, then, the first solenoid actuator310is secured to the body.

The guide rails316are also mounted to the body (not shown) in a manner establishing a gap332therebetween. A size of the gap332is selected to be slightly larger than a diameter of the pin326.

The second solenoid actuator312, and in particular the case320, is mounted to a platform (not shown) of the AV. In other embodiments, the first solenoid actuator310, guide plate314and guide rails316are associated with the platform, whereas the second solenoid actuator312is mounted relative to the body.

Upon final assembly of the mechanical connection unit300with the AV platform and body (not shown), the second solenoid actuator312is aligned with the guide rails316such that in an extended position, the pin326extends through the gap332. With this construction, a directional force applied by the platform onto the second solenoid actuator312is transferred to the body via interface between the pin326and the guide rails316(represented by arrows334,336inFIG.9). Further, with the capture arm322and the pin326both in their extended positions, the capture arm322engages the pin326, thereby establishing a robust connection between the body and the platform. The force required to release the first and second solenoid actuators310,312from one another can be varied (for example based on AV speed) by moving the case320of the first solenoid actuator310along the arcuate slot328(optionally controlled by a servo motor) thus altering an angle of the first solenoid actuator310relative to the second solenoid actuator312. The angle of capture yolk or fork shape can be set based on speed in a collision. For example, if the collision does not have a safety path of consequence or the collision is determined to be sufficient minor, the angle is set to “give way” under pressure of the collision to cause a determined amount of release drag for safest separation of the body from the platform. In the situation when the there is a safety path, the angle changed by control of the safety control module to direct it to fully release and provide that release in the determined exiting direction for the body. With these and related embodiments, the safety control module (not shown) can be programmed to effect a desired directional force onto the body via the platform immediately prior to, or at the time of, release. Once a desired direction is achieved, the pin326of the second solenoid actuator312is prompted to retract from engagement with the capture arm322, thus releasing the body from connection to the platform at a region of the first and second solenoid actuators310,312. Optionally, additional ones of the mechanical connection unit300ofFIG.9can be provided at other regions of the AV, for example at or near other wheels of the platform.

FIGS.10A and10Billustrate portions of another mechanical connection unit350useful with the release sub-systems of the present disclosure as assembled to a platform360. The mechanical connection unit350includes a ball bearing assembly370, a post372, one or more breakaway explosive charges374, and one or more ignition assemblies376. The ball bearing assembly370includes a lower housing section380, an upper housing section382, and ball bearings384. The lower housing section380is secured to the platform360by fasteners386. The upper housing section382is free of direct attachment to the platform360, and is secured relative to the lower housing section380by the explosive charges374. In some embodiments, the upper housing section382is mounted to the body (not shown) of the AV; in other embodiments, the upper housing section382can be formed by, or provided as a surface feature of, the body. Regardless, the ball bearings384are captured between the housing sections380,382, and rotate about the post372. The ball bearing384are not used for rotational friction reduction, but to act as a spreading influence upon the mechanical separation method under active compression. Finally, the ignition assembly or assemblies376are configured to selectively power or ignite one or more of the explosive charges374. In some embodiments, a single ignition assembly376is operable to activate or ignite two or more or all of the explosive charges374; in other embodiments, respective ones of the ignition assemblies376are dedicated to a corresponding one of the explosive charges374. Regardless, the ignition assemblies374are communicatively coupled or linked to a safety control module as described above. With this arrangement, the safety control module can remotely prompt actuation of the ignition assemblies376.

During normal operation of the AV, the mechanical connection unit350provides a robust connection between the platform and body as reflected by the state ofFIGS.10A and10B. When the safety control module determines that the body should be released from the platform, appropriate signals are sent to the ignition assemblies376. Once prompted, the ignition assemblies376actuate the corresponding explosive charges374, causing the upper housing section380(and thus the body) to separate from the lower housing section382(and thus the platform) as reflected by arrows inFIG.10A. Optionally, additional ones of the mechanical connection unit350ofFIGS.10A and10Bcan be provided at other regions of the AV.

The mechanical connection units described above are but a few examples of the present disclosure. There are many potential mechanical methods to automatically effect separation of the platform from the body. In yet other embodiments, a mechanical backup is employed using compression of one or more bumpers of the AV to determine if the platform and body should, or should not, remain connected. In other embodiments, the attachment mechanism can be a turning screw flight where disconnect is made by a rotating motor upon the threaded coupling. In this variation, the AV suspension is located in the wheel-to-platform attachment.

In yet other embodiments, the mechanical connection units of the present disclosure can employ springs or similar devices to cause faster extraction and/or direction of the body relative to the platform. Cables can optionally be included to restrict a length of a safety path of a released body relative to the platform. In yet other embodiments, the mechanical connection units are configured to provide hinging feature upon separation. This may be done along one end or side along the perimeter of the AV. Release may be done only at the front or only at the back of the AV to better assure that the body can only go in the intended safest direction; this can be provided, for example, by hinging devices in one or more of the mechanical connection units. Similarly, the mechanical connection units may be rotational and in sequence to move from a fully captured or connected state to an open or released state as safety resolve of a particular situation dictates. In yet other embodiments, one or more of the mechanical connection units can be configured to provide a drag surface with the body upon release. The catch/release points can intentionally release with drag on the ejected body to slow rate. This can occur differently at various ones of the mechanical connection units to also steer the body before, during or after release. Regardless of the mechanical connection/release method of the mechanical connection unit, one or more of these unit are controlled by the safety control module decision making based on status monitoring and safety choice decision.

With embodiments incorporating two or more of the mechanical connection units, sequential actuation or release at the mechanical connection units can cause the body to proceed in a desired safety direction path. The sequential release can divert the energy on collision by twisting around one or more non-released mechanical connection units. The platform can be used as a diversionary push to move an obstruction to avoid a direct hit or cause a less-than-direct hit on the body. Algorithms operated upon by the safety control module can consider a glancing blow to direct the released body or the entire AV to a safer conclusion. Other algorithm options include consideration for a longer distance for increased area for release of energy by friction. A sequential release of energy by various friction types may be determined to provide the safest outcome. Multiple contact and surfaces may provide the safest directivity and improve safety outcomes. The timing of actuation of the mechanical connection units can be selected, in some embodiments, to provide a direction that uses the reduction of inertia on the catch point. By doing so it affects the amount of glancing upon other vehicles, vegetation, ground, buildings and other surfaces until the body comes to the safest stop.

The catch points of the mechanical connection units can vary or be standardized between AV designs. A standardized format can permit an AV manufacturer to change suppliers of either major component to replace the original or use others for further body or platform desires. This includes changing the AV's end-use application. The mechanical connection unit locations and types can become standards so the owner has more options for supplier-provided changes for aesthetics, body purposes, or cost advantages. They may become standardized so vehicle charging is done by swapping the platform. They may become standardized so the owner can upgrade to a more efficient or faster charge battery. Regardless, the points of connection of the present disclosure can serve to better direct the body in the case of an emergency The algorithms operated by the safety control module may change over time to fit the parameters of a future body or platform type.

For example, the connections provided by the mechanical connection units can be spread out uniformly to the inside of the shaped passenger body based on aesthetic design desires to help control the sequence of detachment and to provide sufficient hold in cases where the safest passenger condition is determined to retain the connection in one, some or all connection locations. In some instances, the safest method of hold is from the center of the AV or from a mechanical release so that the retention is centric. This may change based on the center of gravity of the particular body or the changing load within the body. The algorithms operated by the safety control module can effect a change in actuation of the mechanical connection units based on a combination of a user's selection of a particular body or a particular platform.

In other embodiments, the one or more of the mechanical connection units are associated with encasements of the wheels of the AV. Since in many AV designs the platform is configured to lower the center of gravity, the wheels and motors are then higher than the platform (otherwise composed partially of the battery). This arrangement of the mechanical connection units can capture the body at the sides thereof and thus channel the capture. This in turn means the mechanics can be sufficient only fore and aft of the AV. Direction of the exit of the body is then determined by the last setting of the platform angle before collision. This angle can optionally be adjusted by the AV operational controller, the contact glancing determination, or the AV tire contact to the body speed and direction (in the case of the lowering of the body or raising of the wheels in that optional safety process).

In yet other embodiments, the mechanical connection unit(s) provided with the AV can be configured to be caused to release the body from the corresponding platform by the impact of a collision under circumstances where the safety control module is unable to affect a controlled release (e.g., data necessary for the safety control module to decide that release of the body from the platform should be done is unavailable). This is typical to the safety design of current vehicles that use crumple zones and/or airbags to reduce the impact upon passengers. With these and similar embodiments, the safety systems of the present disclosure can be configured or programmed to institute default settings when the control sub-system is not on or is unavailable. For example, the mechanical connection units can be set to default retain or release when the AV is parked or stopped and unable to implement a predetermined safest solution path when hit by another vehicle. In another example, the status of the mechanical connection units may or may not change based upon the last known status of location data or whether the body contains passengers.

As mentioned above, some of the release sub-systems of the present disclosure include electrical connection units (components, devices or mechanisms) that effect disconnection of wiring running between the AV body and platform. It is presumed that some if not all AVs with two major components (platform and body) will have electrical connections between the platform and the body. These wires may provide control or power to such items as doors, seats, wipers, lights, audio, HVAC, Internet, sensors and the like. The wires providing power may only be used to provide backup or charging power to the body with its own batteries. Regardless, the wires from platform to body can incorporate disconnects so the separation of the body from the platform for safety release is unimpeded. In some embodiments, the wires will sever or disconnect under the force of the physical separation of the body from the platform. Such a plug friction will not be enough to be of concern as the masses separate and will tear away relatively unaffected. Wire cutting devices, powered devices (e.g., solenoids) can be included to better ensure complete wire separation. In yet other embodiments, the wires are structured to be part of the safety release process to help slow, direct or limit motion of the body relative to the platform. At certain speeds and conditions in a collision, the wires may be best left in place.

In some embodiments, power storage can be located on the AV body. After separation of the body from the platform, power remains to operate body-borne devices such as computers. This includes wireless for body component locating and status signals. It can also implement additional safety features after separation. For example, an external airbag can be provided with the body and actuated after separation. Various actions to improve exit or floating should the body come to rest in water can be provided. Powered fire protection devices can be provided with the body. If the body is powered or charged separately from the platform, then all other wiring can reside in the platform and no connection wires between the two major components of the AV are needed. Coordination between the two may be wireless.

The release sub-systems of the present disclosure can optionally be configured to address possible irregularities in the body/platform interface. For example,FIGS.11A and11Billustrate portions of another AV400in accordance with principles of the present disclosure. The AV400includes a platform402and a body404that can generally assume any of the formats of the present disclosure. An optional skid plate406,408(e.g., UHMW sheet) can be carried by one or both of the platform402and/or the body404for reasons described above. With the non-limiting example ofFIGS.11A and11B, the platform402includes a base410, a power unit (e.g., battery)412, and wheel assemblies414. As with other embodiments, the power unit412and wheel assemblies414are connected to or carried by the base410. Further, the wheel assemblies414can each include a wheel416and an optional motor418(labeled for one of the wheel assemblies414inFIG.11A). Regardless, the platform402forms or defines front and rear castings420(one of which is labeled inFIG.11A), for example as features of the base410. With this construction, the body404and castings420have complementary geometries such that in a normal operational state of the AV400, the body404nests within or inside of the castings420. As a point of reference, a position of the body404in the normal operational state is shown with solid lines inFIGS.11A and11B. The castings420thus represent an irregularity in the platform402/body404interface.

A release sub-assembly of the AV400includes one or more mechanical connection units430(several of which are generally identified in the views) that attach the body404to the platform402during normal operation of the AV400, and are operable to disconnect or release the body404from the platform402(at the corresponding point of connection) as described above. The mechanical connection units430can have any of the forms of the present disclosure. In addition, the release sub-assembly includes one or more extension units432. The extension units432can assume various forms appropriate for lifting or raising the body404relative to the platform402when actuated by the safety control module (not shown) of the AV400. In some embodiments, the extension unit432is or includes an air bag (e.g., provided as part of an air ride system of the AV400). A actuator for filling the air bag (or other activating other formats of the extension unit432is electronically connected to the safety control module such that the safety control module can prompt filling of the air bag (or otherwise prompt operation of the extension unit432) in a controlled or sequential manner relative to operation of the mechanical connection unit(s)430. In particular, to effect release of the body404from the platform402and then movement of the body404away from the platform402(or vice-versa), the safety control module prompts operation of the mechanical connection units430to disconnect the body404from the platform402, followed by prompted operation of the extension unit(s)432to raise the body404relative to the platform402(represented by dashed arrows inFIGS.11A and11B). A released and raised position of the body404is shown with dashed lines inFIGS.11A and11B; in the released and raised position, the body40is “clear” of the castings420(or other irregularity), and is readily able to follow a selected exit path independent of the platform402.

Body Ejection

Returning toFIGS.5A and5B, in some embodiments, the safety control module170is programmed to consider and effect a safety path for the body142upon release from the platform140based upon expected or determined, naturally-occurring forces acting on the body142(e.g., a speed and direction of the AV130immediately prior to release of the body142from the platform140, braking of the platform140immediately prior to or at the time of release, anticipated collision forces placed upon the body142at the instant of release, etc.). In this regard, the safety control module170can consider and effect a change in speed and/or direction of the AV130using existing or standard operational controls (e.g., speed, steering, braking, etc.). In other embodiments, the AV130can be configured to provide the safety control module170with control over a polarity of one or more of the motors otherwise powering one or more of the wheels. As a point of reference, polarity of the electric-type motors commonly employed with AVs can easily/quickly easily be reversed. Thus, with these and related embodiments, the safety control module170can consider a possible safety path for the body142that is accomplished by reversing polarity of one or more of the wheel motors (and thus a change in rotational direction of the corresponding wheel) prior to or at the time of release (e.g., reversing polarity can change forces being applied to the body142at the time of release, can remove the platform140from a path of the body142upon release, etc.). When such a safety path is selected, the safety control module170is operable to effect control over the corresponding motor(s) accordingly. The use of the motor or motors driving one or more wheels may be reversed by a change polarity to the motor to lessen impact. It may be used in some wheels but not others to help steer the AV away from the unavoidable impact. It may be used to start the change in body inertia separate from the platform and away or diverted from the otherwise unavoidable collision or as continued on by the platform.

In yet other embodiments, the safety control module170is programmed to consider and effect a safety path for the body142upon release from the platform140based upon force(s) generated by one or more wheels of the platform140onto the body142at the time of release. For example,FIG.12illustrate portions of another AV500in accordance with principles of the present disclosure. The AV500includes a platform502and a body504that can assume any of the formats of the present disclosure. One or more mechanical connection units506(several of which a labeled inFIG.12) attach the body504to the platform502during normal operation of the AV500, and are operable to disconnect or release the body504from the platform502(at the corresponding point of connection) as described above.

The AV500includes or incorporates one or more features that facilitate lowering or dropping of the body504relative to the platform502, for example when prompted by a safety control module (not shown, but akin to the safety control module170(FIG.5B). As a point of reference, a vertical position of the body504relative to the platform502under normal operating conditions (e.g., a “drive arrangement” of the body504relative to the platform502) is shown with dashed lines inFIG.12; solid lines represent the lowered or dropped position (e.g., an “escape arrangement” of the body504relative to the platform502). Downward movement or lowering from the drive arrangement to the escape arrangement is reflected by arrows in the view. The body504can include or define pads or fenders510that are each vertically aligned with a corresponding one of the wheels512provided with the platform502. In the escape arrangement, the pad510comes into contact with the corresponding wheel512. Under circumstances where the wheel512is driven or spinning, then, the wheel512exerts a force onto the pad510, and thus the body504, via frictional interface. A contact surface of the pads510can be formed of a material exhibiting an enhanced co-efficient of friction with a material/surface of the wheels512so as to enhance frictional contact at the pad510/wheel512interface. Regardless, contact with the wheels512sends the body504away from the platform502. A direction of the applied force can be dictated by the safety control module, for example by, where appropriate, reversing polarity of one or more of the wheel motors as mentioned above. It is noted that in some applications, the action of reversing the motor by switching the polarity is quickly accomplished, applying the traction for the wheels/tires512to the road away from a forward collision event to lower the inertia at impact for the AV500in general. In the case of a stationary or reversing motion of the AV500, this use of the motor(s) in advance of the collision works as well. In this embodiment, the contact of the wheel(s)/tire(s)512upon the body504still works to send the body504away from the collision on a safer path for the occupants. In the case of the AV500being out of control for some reason, all other external fixed and moving surrounding conditions are considered by the safety control module.

In some embodiments, the AV500can incorporate features that reduce frictional interface between the platform502and the body504at regions other than the pads510/wheels512with the body504in the escape arrangement. For example, a low friction body520(e.g., ultra-high molecular weight sheet) is carried by one of the platform502and/or the body504. In the escape arrangement, the body504readily slides relative to the platform502at the low friction body520, enhancing the effectiveness of directional forces applied by the pad510/wheel512interface.

With optional embodiments in which a wheel-based directional force can be exerted onto the body504, the AVs of the present disclosure can include various features that promote transitioning of the AV from the drive arrangement to the escape arrangement, with safety control module programmed to prompt operation of these features. For example, mechanisms can be provided that effect raising of the platform relative to the body. In other embodiments, mechanisms can be provided that effect lowering of the body relative to the platform. The lowering-type elevation units can incorporate or include suspension devices otherwise supporting the body relative to the platform, such as an air-ride suspension system.

For example,FIG.13Aillustrates portions of one example of an elevation unit useful with the safety systems of the present disclosure as part of an AV550. The AV550includes a platform552and a body554that can be akin to any of the platforms and bodies, respectively, of the present disclosure. In some embodiments, the platform552includes a housing560, a power unit (e.g., battery)562, and wheel assemblies564(a portion of one of which is shown inFIG.13A). The housing560defines a base wall566and a top wall568. The top wall568can optionally be a low friction plate (UHMW skid plate), or a low friction plate570can be assembled over the top wall568. The power unit562is maintained within a comportment of the housing560. The wheel assembly564includes a wheel580mounted to an axle582that in turn is connected to the housing560. A motor (identified generally)584powers movement or rotation of the wheel580. Mounting of the wheel580can provide for active or passive steering.

The body554forms an enclosure zone590(referenced generally) at which passengers and/or cargo can reside, such as at least partially by a floor panel592and a side panel594. A pad or fender596is formed or carried by the body554in a region of each of the wheels580(i.e., a single one of the pads596is shown inFIG.13A).

Other constructions for the platform552and the body554are also acceptable. Regardless, the AV550further includes one or more elevation units600operable to transition (or permit transitioning) of the body554from a drive arrangement (reflected byFIG.13A) to an escape arrangement (described in greater detail below with respect toFIG.13B) relative to the platform552. The elevation unit600includes a bag610and a release device612. The bag610can be akin to a conventional air bag, expanding when inflated with fluid (e.g., air). A bottom of the bag610is fixedly attached or coupled to the base wall566of the platform552. The release device612temporarily secures a top of the bag610to the body554, for example to the floor panel592. The release device612is operable to release the bag610from the body554, along with permitting the bag610to deflate. For example, in some non-limiting embodiments, the release device612is, or is akin to, an inward explosive bolt. Regardless, an activation mechanism of the release device612is electronically connected to the safety control module (not shown) such that the safety control module can prompt operation of the release device612.

During standard operation of the AV550, the bag610is attached to the body554and filled with an inflation medium (e.g., air). In a normal or inflated state (as inFIG.13A), the bag610maintains the body554away from the platform552by a distance sufficient to permit unimpeded rotation of the wheel580(e.g., the drive arrangement of the body554). Depending upon construction and inflation conditions, the bag610can further serve as a suspension or spring, isolating the body554from bumps or other forces experienced by the platform552as the wheels580travel over various terrain. As reflected byFIG.13B, when prompted by the safety control module (not shown), the release device612operates to release the bag610from the body554, and the inflation medium to exit or exhaust from an interior of the bag610.FIG.13Breflects the release device612as being or including an inwardly exploding bolt, with an arrow showing movement of the release device612away from the floor panel592. As the bag610deflates, the body554transitions to the escape arrangement under the force of gravity. As a point of reference, in the view ofFIG.13B, an arrangement of the body554prior to deflation of the bag610is shown with cross-hatching. In the escape arrangement, the pad596contacts the wheel580, with the wheel580then applying a force onto the body554at the wheel580/pad596frictional interface as described above. In some embodiments, the bag610will, by memory, shrink sufficiently to go below the level of the low friction plate570and thus not impede ejection of the body554from the platform552. Further, contact, if any, between the floor panel592and the low friction plate570does not overtly resist ejection of the body554from the platform552.

Additional, Optional Features

The safety systems and AVs of the present disclosure can include one or more features in addition to the release sub-systems and control sub-systems as described above. For example, one or more features can be provided to effectuate a change in a momentum of the body upon release from the platform. In another example, the body can include wheels or smooth surfaces to assist the body to travel further to spread friction based on stopping over a longer path. In one approach, UHMW or ultra-high molecular weight sheets or surfaces can be incorporated on the body, the platform, or both to help in separation. These surfaces can help the body move along, through exit safety paths that are time-limited openings and to assist in completing the safety control module's determined safety path and stop location. One non-limiting example of a location of the UHMW sheet is shown at258inFIG.7. The use of this or similar material can be used such that the braking of the AV and release of mechanical connection unit(s) is able with or without impact as determined and permitted by safety path decision making, to send the body on the safety path. The low friction material can be useful in the event of a side collision to help the body “pop out” more readily from the impact when some or all of the mechanical connection units are released. In related embodiments, some of the mechanical connection units opposite the hit may be operated to stay intact to act as a hinge to direct motion of the body for improved safety to the passengers (e.g., avoiding a secondary collision).

One or more features can be provided with the body to effectuate increased drag upon release of the body from the platform. For example, with embodiments in which the mechanical connection unit includes a solenoid-actuated pin, the solenoid actuator can be wirelessly prompted after separation to re-extend the pin. The so-extended pin can then help drag the body to a stop (e.g., before coming to a further obstruction). Alternatively or in addition, a mechanical feature typical to a brush, rake, pin, racing car air brake, drag car parachute, chute or flap, etc., can be carried by or provided with the body and caused to deploy thereby spreading out the inertia over time to ease the impact upon passengers after or during the body being fully or partially released. Airbags are optionally included on the inside of the body, the outside of the body, or both.

While some of the AVs of the present disclosure have been described as incorporating a conventional or known body construction, in other embodiments the body can have other configurations. For example, the body can include or be formed as a structural cage as reflected by the AV700ofFIG.14. The AV700includes a platform702and a body704. The platform702can assume any of the forms of the present disclosure, and generally includes a base710, wheels712, a power unit (not shown), etc. The body704includes a structural cage720mounted to the platform702by mechanical connection units722. The mechanical connection units722can assume any of the formats of the present disclosure, and in some embodiments are akin to the mechanical connection unit350ofFIGS.10A and10B.FIG.14further reflects that the AV700can include various sensors730carried by the cage720, a wireless connection device732(e.g., for Internet connection). The structural cage720can be appropriate and longer lasting for travel on an extended safety path and to deflect rather than crush. This may mean the body704is not made to absorb impact typical to existing vehicles, but instead to bound or glance away from sudden impacts. Regardless, in some embodiments, the AV700further includes a safety sub-system of the present disclosure, including a safety control module (not shown) programmed to determine, for example, that safety path responsive to an imminent collision force (arrow F inFIG.14) is accomplished by turning the wheels712and then prompting the mechanical connection units722to release the body704from the platform702, allowing the body704to travel away from the platform along safety path P (arrow inFIG.14) following impact.

In other embodiments, the body can be made with rotomolded plastic forms. The plastic forms can be covered with a layer of material to insulate the body while supporting the improvement of passenger safety. For example, the layer can be composed of honeycomb, floccules or crush shapes either integrated into the rotomolded design or as a separate sandwich or secondary layer. In such designed bodies with captured airspace, the enclosure may be better suited to a warmer, cooler space while providing additional safety for passengers. In other embodiments, the body is made from multiple molds that provide ingress and egress access. For example, the body can be provided as an upper and lower clamshell that, when closed, connects to provide a completed eggshell safety enclosure. In any case, the body enclosure is constructed to improve safety of the passengers during and after collision including the path to conclusion of the inertia movement. Once at rest, the body can automatically release further connections than those to the platform to assist in the exit from the body by the passengers.

With the optional eggshell body configuration, an entire portion can integrate the access section such that the door is also the entire or most of the complete top half of the body. The upper segment can hinge on one side. It can include hinges so passengers can enter standing, and after sitting the door hinges close. In another form, the body may rise typical to or with scissor lifts. Regardless, the optional eggshell configuration is conducive to traveling away from a direct impact (and separated from the platform) to improve passenger safety due to the enclosure body's ability to retain the shell of protection. This can include the ability of the body to survive additional, less severe collisions, rubbing off energy by friction on various surfaces and glancing off of obstructions as pre-planned by the safety control module to affect the best outcome.

As described above with respect toFIG.5A, in some embodiments, the platforms of the present disclosure can have one or more compression segments along a perimeter thereof. These can be one-time use honeycomb crushing segments. The honeycomb structures on the sides can be used as an access/exit step(s) for the corresponding body. The compression segments can alternatively include or comprise non-honeycomb configurations (e.g., pistons). The compression segments can carry sensors that assist in verifying impact timing or amount. This optional information can be used to help the safety system determine release approval, timing or sequential actions for the controls of the AV.

While some of the safety systems of the present disclosure are configured to consider and react to an imminent or unavoidable collision event, other potentially hazardous scenarios can be addressed. For example, during a collision or just by temperature monitoring alone, the safety control module can be programmed to determine or predict that there has been, or potentially will be, a battery fire or potential ignition. The safety control module can be further programmed such that in these scenarios, the mechanical connection units (and optional electrical disconnect devices) can activate and, if sufficient power remains, the body can be made to leave the platform. The platform may use wheel power to cause the body to separate and distance the body from the platform in the case of fire. This may be ideal regardless of whether passengers are present in the body. For example, this optional feature could be employed after autonomously driving/directing the AV out of a garage to save the house and the body. The safety of others based on data from any source can be part of this safety control algorithm and action implementation plan. If there are no passengers, then the platform can be prompted to drive to a safe spot, remove the body and provide a space for the body that is away from other hazards or people. If there are passengers in the body, then a decision can be made to exit the passengers and then proceed or to release the body with passengers and proceed. The decision can be determined based on timing and surrounding restrictions. Once again, the determination of safest steps can be predetermined and ready for activation should the battery monitoring require safety actions.

Example Algorithms

As made clear by the above descriptions, the safety control modules of the present disclosure can be programmed to determine and effect various safety plans for passengers of an AV, for example by prompting separation of the AV's body from the platform in a determined fashion. The safety control modules may use monitored and collected “zone of influence” statuses to prepare and implement a determined safety plan in a condition of imminent or unavoidable collision, with the safety plan including an escape path for the separated body from the platform to reduce or eliminate passenger harm. The “zone of influence” is the area surrounding the AV that has the potential for causing changes in the safety of the AV's passengers.

The algorithms operated by the safety control modules can utilize, as inputs, one or more of: location(s) of one more fixed objects, velocity and direction (or translation) of external moving objects to determine vectors of each within the zone of influence upon the safety of passengers within the body exiting from the platform, and velocity and direction (or translation) of the AV itself (currently and in the upcoming zone of influence).

The algorithms operated by the safety control modules can generate one or more outputs. For example, available escape path options can be an algorithm output, with these options being based upon determined “openings” or “voids” in the physical surrounding environment that are otherwise available for the separated body to exit or travel at various velocity and translation vectors. The algorithms can continuously determine or predict the safest escape path from the available options, for example based on an assessment of predicted impact and/or estimated likelihood of passenger injury. The algorithms can, if no “best” escape path is available, determine if body-to-platform connection is to be retained, determine if partial body-to-platform connections are to be retained/released and which one to retain/release, and/or determine if body partial collision(s) to fixed or moving objects has the better passenger outcome. The algorithms can optionally generate requested change of vector messages to other AVs in the zone of influence to coordinate a best outcome. The algorithms can optionally activate audio and/or light alarms to alert others in the zone of influence. The algorithms can optionally use separated or partially separated platform vector as a protector of the body or to open a selected safety path. To effect, for example, directing the body along the determined or selected escape path, the algorithms can be adapted to effect one or more of: turning the AV's wheels, adjusting motor speed and direction, applying brakes, implementing tire-to-body contact (e.g., to add or subtract from body momentum, vary tire-to-body speed, vary tire-to-body rotational direction, vary tire-to-body angular direction, apply these variables in a coordinated way to achieve a desired outcome, etc.).

The algorithms can be programmed to receive and review various inputs. For example, information from sensor(s) for determining shape, orientation, and/or temperature of the AV body. Sensors carried by the body can also be utilized to determine impact(s) and inform emergency personnel. GPS event history can be reviewed to determine progress of the released body and concluding location to inform emergency personnel and others in the zone of influence. Existing (historical and current) autonomous sensor data from the AV and other AVs can be reviewed. Existing autonomous decision making to avoid collisions can be reviewed. Existing autonomous decision making otherwise facilitating progress of the AV to a particular end destination. Data from other vehicle sensors can be reviewed, such as historical fixed information, historical moving information within the time of influence, historical less traffic out of the zone of influence, historical moving to fixed within the zone of influence, etc. Emergency vehicle incoming wireless data on the zone of influence can be reviewed, for example monitoring emergency right of way, monitoring emergency control of stop light(s), activation of pull over and stop impact on zone of influence activities, etc. Delivery drone or air taxi data can be reviewed, for example historical data on fixed objects, historical data on moving objects within time frame on influence, etc. Internet images can be interpreted, for example fixed obstacles from camera images generated by cameras at known image capture locations, fixed obstacles from more than one angle image, verification of obstacles by autonomous vehicle sensor data, confirmation of obstacle and location by historical data from AVs, etc. Autonomous vehicle safety drone information can be reviewed, for example use of extended range sensor data from drone paired with the AV, extended range sensor data from a drone dedicated to a fixed area, etc. Images form fixed area cameras can be reviewed, for example use of area monitoring camera images for fixed obstacles, use of area monitoring camera images to establish moving obstacles in the zone of influence, etc. The AV's prior trip data can be reviewed, for example experience-based zone of influence data based on collection of potential safety paths, correction of likely safety paths based on other AV's data and analysis of safety paths, current situational data correction of safety path options, etc. Multiple angle sensor data can be reviewed, for example to determine size of an obstacle, determine distance of an obstacle, determine type of obstacle, etc. Image comparison information can be reviewed, for example identifying a type of obstacle, identifying type of ground surface, identifying uniformity of ground surface, etc. Monitored safety data from other AVs or EVs with sensors, for example to identify vehicles in or out of directional control, identify safety decision making of other vehicles as part of a coordinated safety path, etc. Monitored wireless cooperative data requested by others can be reviewed. Wireless data regarding condition of passengers from passenger mobile devices can be reviewed. Wireless data regarding a purpose of passenger transport can be reviewed. Highway or adjoining construction status from governing bodies or contractors can be reviewed.

The decision-making algorithms for determining a safety path can be based on one or more of the data inputs described in the present disclosure. The algorithms of the present disclosure can determine a safety path based on capabilities of the AV (e.g., a configuration of the release sub-assembly provided with the AV), current conditions and expected conditions at the point of collision. The safety path can further be determined based on whether or not the AV contains passengers and/or if other AVs in the zone of influence contain passengers. The safety path can further be determined based on vector of obstacles within the zone of influence. The algorithms can determine safest timing to begin path activation, safest angle of release, safest speed of release, etc. The algorithms can determine a desired direction of body exit based on the safest outcome (e.g., forward, rearward, side release, partial release, etc.). The algorithms can determine if partial contact of the separated body upon other moving or fixed objects provides an improved outcome for passengers through reduction of inertia or redirection to a safer path.

In some embodiments, the algorithms of the present disclosure use sensor data to find the safest exit path for the AV body when released or extracted from the AV platform to avoid or reduce impact injury on passenger(s) in the AV body that might otherwise result from an imminent collision. Variables or parameters utilized by the algorithms can include:

AVs=Subject AV being controlled by the safety algorithm(s);

B=Body of AVs released from platform of AVs;

P=Platform of AVs after releasing B;

ZOI=Zone of Influence=ongoing area of potential contact with B upon release from P at a given time;

V=Vector (speed and direction) of moving items (e.g., AVs, other AVs, other EVs, other traffic, pedestrians, bikers, animals, etc.) that have a changing potential impact upon B when released from platform of AVs within the ZOI; Vs=Vector of AVs;

Vx=Vector(s) of other in the ZOI, including incoming and less exiting;

U=Area of possible exit path blocked by stationary items (e.g., buildings, parked vehicles, trees, etc.) in degrees as the ZOI moves with the AVs;

F=Approximation of friction-caused slowing of B upon being released from P (reducing speed over a distance due to type or surface or glancing impact);

Ox=Possible exit paths or openings for B (e.g., speed, degrees, and time window for B upon release from P) based on, for example, U and Vx as compared with Vs;

C=Available control of AVs and resulting influence on B before release from P;

I=Amount of impact on B;

Sx=Acceptable stop locations for B following release from P (e.g., least impact by others and terrestrial considerations);

S=Safest exit path for B based on best I reduction or elimination selected from determined Ox's (degrees and time).

From the above, an example algorithm can be, or can be based upon:

S=Sx with lowest I based on comparison of Ox solution outcomes using ZOI status (implementing fixed and moving data analysis) and applying analysis of F using surface type and conditions for travel of B after application of selected C and instructions to Vs being acknowledged and assuming changes of the vectors of the so-instructed vehicles based on forthcoming implementations.

In another non-limiting example, the safety system establishes prior to proceeding the vector paths (Vx) for B (if released from P) in 45-degree increments (or some smaller increment) over the 360-degree range. To consider or determine which of these possible or available vector paths Vx should be selected or implemented as the safety path in the event of unavoidable collision (or other circumstances), algorithms can include:

For each vector path Vx, review available data and determine if there are stationary U in the way. If yes, dismiss.

For each remaining vector path Vx, during progress of Vs sensors, consider if there is a greater than 50% likelihood a moving obstacle will be in the way? If yes, dismiss.

For each remaining vector path Vx, consider if there a greater than 75% likelihood the AV can be operated to achieve? If no, dismiss.

For remaining vector paths Vx, select and use as S the vector path VX that is “closest” to current Vector of the AVs.

If no safe vector paths Vx remain, apply all C options to reduce impact including angle of vector.

At speeds below 5 MPH, retain connectors. At speeds above 5 MPH, release B to contact tires with motors in polarity away from impact direction to lower B inertia to reduce or avoid B impact for purposes of improving passenger likelihood of safer outcome.

Another non-limiting example of a scenario illustrating implementation of the safety systems and algorithms of the present disclosure includes a family of five beginning a trip in their AV. As the family loads into the AV, the driver informs his smart phone of their intended destination. The AV is thus notified of the event and the onboard computer checks the AV control center with the trip intention. There are some weather, road and traffic warnings at various parts of the trip based on other AV traffic results and their sensor input. The safety path restrictions limited by fixed objects along both sides of the trip are input into the onboard computer. The option backup of this decision-making could have coming from the control center computer wirelessly real-time, but the new onboard computing capacity and speeds of processing of the new family AV can handle this ongoing safety planning preparation and implementation task.

The AV's standard sensors and controls perform as expected to take the family to the destination. Along the way, the AV is trafficking on a long, curved portion of the highway. A deer bolts from the woods ahead, causing another AV to divert off line. The road has some less-than-ideal surface conditions form the frost of the morning. The AV has additional high roof sensors to cover the zone of influence. The input data is included into the prepared body exit planning just in case of a safety escape requirement. The latest Google images for the trip have been pre-analyzed for obstructions. The sensor data form previous trips by this AV and other AVs have been included in the input.

The out-of-control vehicle communicates wireless to others in the zone of influence, including the family's AV. Little time remains and a collision is determined to be imminent and unavoidable. The preplanned safety has already computed an exit strategy and based on coordination with two other AVs and the out-of-control AV, exit limitations of existing structures and trees, and other input implements a safety decision is at the ready. The best outcome has been made by the safety determination algorithm. The safety path for the body of the AV has been pre-set and is quickly implemented. The wheels are turned in the opposite direction of those in the oncoming AV. The brakes are applied. The airbag air-ride supporting the body and holding it in place use explosive bolts to separate the AV's body from the platform. The bolts are ignited and the air in the bag rushes out. The electrical connections between the body and the platform are pulled away. The body of the AV drops onto the UHMW skid plates in order to exit at low friction. The tires meet the body as it drops. The motors' speed and direction send the body away from the collision. The platform collides at a glancing angle to protect the sent body and the passengers in the other vehicle who are also on their own safety path exit.

The released body (with the family still on board) now has less energy because the weight and inertia of the platform are gone, and slides along a path that misses other vehicles and fixed obstructions as planned. The drag of the body on the ground has dissipated the body energy and it comes to rest in an adjoining field. All five passengers are unhurt, as are the passengers in the other vehicle. Other AVs in the zone of influence have avoided a collision event. Even the deer is fine. The event is reported and emergency staff, replacement AVs and tow vehicles are on their way. The body and platform of the AV can later be re-assembled to one another with new explosive bolts and the crush segments replaced.

The AVs, safety systems, and safety control modules of the present disclosure provide a marked improvement over previous designs. Regardless of the body and platform shape, materials and design safety options of the safety system of the present disclosure perform safety measures using preplanning based on monitoring of the changing surrounding physical fixed status and moving situation analysis to determine if, when, and how the body should be released from the platform under circumstances of an imminent or unavoidable collision event. The safety control module can determine how many, where and what connection points between the body and platform should be released and the timing of such release operations. The safety control module can determine the direction of and timing of a safety path for the body. This determination can use the impact, the speed change of the platform based upon the AV's speed, brakes, steering, body-to-wheel contact, or a combination of all or some of these external or internal change forces. For example, speed changes of the platform in timing with the mechanical connection unit release can cause the intentional release of the body to safety. The safety systems of the present disclosure can sacrifice the platform to improve a safety outcome for the body by helping absorb the unavoidable collision mass from hitting the body or partially do so.

It is considered in the present disclosure that the safety path decision-making control described with respect to the safety control modules (e.g., the safety control module170ofFIG.5B) may be performed by the AV processing unit otherwise providing for autonomous travel. The safety processing may be an integrated segment of code assigned to act typical to the safety control modules described herein and acting upon mechanical features as described above to separate and send the body apart from the platform on the predetermined safety path.