Systems and methods for automatically warning nearby vehicles of potential hazards

Systems for automatically warning at least one nearby vehicle of a potential safety hazard in or near a roadway, including one or more sensors configured to detect a potential safety hazard in or near a roadway; a memory containing computer-readable instructions for generating a message including at least one of a location of the one or more sensors and a location of the potential safety hazard; a processor configured to read the computer-readable instructions from the memory and generate the message; and a transmitter configured to wirelessly transmit the message to at least one nearby vehicle. Systems for coordinating actions of a first vehicle and a second vehicle upon detection of a potential safety hazard in or near a roadway, including in part evaluating whether the actions conflict and, if so, requesting that the first vehicle execute alternative actions for avoiding or mitigating risk of collision. Corresponding methods are disclosed.

BACKGROUND

Hazards in the roadway can pose significant safety risks to nearby vehicles. Oftentimes, it is difficult or impossible to detect a hazard until it is too late to safely avoid the hazard, especially when another vehicle, contours in the road, or infrastructure block or obstruct a line of sight to the hazard. The issue is compounded due to the increased risk of colliding with surrounding vehicles, especially as multiple vehicles attempt to avoid the hazard. Therefore, there is a need for improved ways for warning vehicles of potential safety hazards in or near the roadway to improve safety.

SUMMARY

The present disclosure is directed to a system for automatically warning at least one nearby vehicle of a potential safety hazard in or near a roadway. The system, in various embodiments, may comprise one or more sensors configured to detect a potential safety hazard in or near a roadway; a memory containing computer-readable instructions for generating a message including at least one of a location of the one or more sensors and a location of the potential safety hazard; a processor configured to read the computer-readable instructions from the memory and generate the message; and a transmitter configured to wirelessly transmit the message to at least one nearby vehicle.

The one or more sensors, in various embodiments, may include at least one of a camera, an image sensor, an optical sensor, a sonic sensor, a traction sensor, a wheel impact sensor, and a location sensor. In an embodiment, the one or more sensors may include at least one sensor configured to measure a distance between the sensor and the potential safety hazard. The location of the potential safety hazard, in an embodiment, may be determined by or using information provided by the one or more sensors. The one or more sensors, in various embodiments, may be located onboard a vehicle or may be deployed in or near the roadway.

The one or more sensors, in some embodiments, may include at least one sensor configured for measuring at least one of a velocity and heading of the potential safety hazard. The location of the potential safety hazard, as well as at least one of the measured velocity and heading of the potential safety hazard, may be included in the message. In an embodiment, the message may further include a time stamp indicating when the message was generated.

In various embodiments of the system, the one or more sensors may be located onboard a first vehicle. In an embodiment, the one or more sensors may include at least one sensor configured for measuring at least one of a velocity and heading of the first vehicle. The location of the first vehicle, as well as at least one of the measured velocity and heading of the first vehicle, may be included in the message. In an embodiment, the message may further include a time stamp indicating when the message was generated.

The processor, in an embodiment, may be further configured to identify a nature of the potential safety hazard using, at least in part, information collected by the one or more sensors, and include the information concerning the nature of the potential safety hazard in the message.

The present disclosure, in another aspect, is directed to a method for automatically warning at least one nearby vehicle of a potential safety hazard in or near a roadway. The method, in various embodiments, may comprise detecting a potential safety hazard in or near a roadway using one or more sensors; generating a message including information concerning at least one of a location of the one or more sensors and a location of the potential safety hazard; and transmitting the message wirelessly to at least one nearby vehicle.

The method, in various embodiments, may include determining the location of the potential safety hazard using information provided by the one or more sensors. In an embodiment, determining the location may include measuring a distance between at least one of the one or more sensors and the potential safety hazard, and relating the distance to a location of the one or more sensors.

The method, in various embodiments, may further include measuring at least one of a velocity and heading of the potential safety hazard, and including, in the message, the location of the potential safety hazard and at least one of the measured velocity and heading of the potential safety hazard. Additionally or alternatively, the method, in various embodiments, may further include measuring at least one of a velocity and heading of the first vehicle, and including, in the message, the location of the first vehicle and at least one of the measured velocity and heading of the first vehicle. The method may further entail including, in the message, a time stamp indicating when the message was generated.

The method, in various embodiments, may further include identifying a nature of the potential safety hazard using, at least in part, information collected by the one or more sensors, and including, in the message, information concerning the nature of the potential safety hazard.

In various embodiments, the method may be implemented according to instructions stored on a non-transitory machine readable medium that, when executed on a computing device, cause the computing device to perform the method.

In yet another aspect, the present disclosure is directed to a system for coordinating actions of a first vehicle and a second vehicle upon detection of a potential safety hazard in or near a roadway. The system, in various embodiments, may include a first vehicle and a second vehicle. The first vehicle may include one or more sensors configured to detect a potential safety hazard in or near a roadway; a processor configured to identify one or more actions to be taken by the first vehicle for avoiding or mitigating a risk of collision with the potential safety hazard, and generate a message including the information concerning the potential safety hazard and the one or more actions to be taken by the first vehicle; and a transceiver configured to transmit the message. The second vehicle may include a transceiver configured to receive the message; and a processor configured to identify, based on the information concerning the potential safety hazard, one or more actions to be taken by the second vehicle for avoiding or mitigating a risk of collision with the potential safety hazard and the first vehicle, evaluate whether the one or more actions to be taken by the second vehicle conflict with the one or more actions to be taken by the first vehicle, and if the actions conflict, generate a second message for transmission to the first vehicle including a request that the processor of the first vehicle execute one or more alternative actions for avoiding or mitigating the risk of collision with the potential safety hazard.

DETAILED DESCRIPTION

Embodiments of the present disclosure include systems and methods for generating and transmitting a message(s) configured for warning the driver(s) or autonomous control system(s) of the nearby vehicle(s) of a potential safety hazard in the roadway. In many cases, these warning messages may alert the driver(s) of the nearby vehicle(s) of the potential hazard before the driver(s) could have visually detected the hazard themselves, thereby allowing the driver(s) to take evasive action earlier than he/she otherwise may have absent the warning message. For example, a nearby vehicle may be blocking the driver's line of sight to the hazard, or the hazard may not be visible around a curve in the road until the last second. Similarly, these warning messages may improve safety in cases where the driver(s) of the nearby vehicle(s) is already alert to a potential hazard (perhaps due to the behavior of other vehicles reacting to the potential hazard), but may not know whether there actually is a hazard, let alone its nature and what action needs to be taken to avoid it. The present systems and methods are similarly suited for warning autonomous vehicles of roadway hazards (in particular, their control systems, as opposed to drivers) with similar benefits, as later described in more detail.

Within the scope of the present disclosure, the term “hazard” and derivatives thereof generally refers to any object, being, road condition, or similar in or near the roadway that poses or may pose a safety risk to vehicular traffic, pedestrians, infrastructure, and/or the hazard itself. By way of example and without limitation, representative hazards may include a stopped or rapidly-braking vehicle, a motor vehicle accident, a pedestrian or animal, debris, roadway damage (e.g., pothole), or dangerous roadway conditions (e.g., slipperiness due to icy, rain, oil, etc.).

Within the scope of the present disclosure, the term “message” and derivatives thereof generally refers to any electronic message generated and transmitted that contains information suitable for warning another vehicle or vehicles of a hazard. As later described in more detail, messages may include anything from a simple indication that a potential hazard exists to suite of additional details concerning the nature, location, and movement of the hazard, amongst other relevant information. Messages will typically be transmitted and received wirelessly.

Within the scope of the present disclosure, the terms “piloted vehicle”, “human-piloted vehicle,” and derivatives thereof generally refer to vehicles such as, without limitation, cars, trucks, motorcycles, aircraft, and watercraft that are wholly or substantially piloted by a human. For clarity, vehicles featuring assistive technologies such as automatic braking for collision avoidance, automatic parallel parking, cruise control, and the like shall be considered piloted vehicles to the extent that a human is still responsible for controlling significant aspects of the motion of the vehicle in the normal course of driving. A human pilot may be present in the piloted vehicle or may remotely pilot the vehicle from another location via wireless uplink.

Within the scope of the present disclosure, the term “autonomous vehicle” and derivatives thereof generally refer to vehicles such as cars, trucks, motorcycles, aircraft, and watercraft that are piloted by a computer control system either primarily or wholly independent of input by a human during at least a significant portion of a given trip. Accordingly, vehicles having “autopilot” features during the cruising phase of a trip (e.g., automatic braking and accelerating, maintenance of lane) may be considered autonomous vehicles during such phases of the trip where the vehicle is primarily or wholly controlled by a computer independent of human input. Autonomous vehicles may be manned (i.e., one or more humans riding in the vehicle) or unmanned (i.e., no humans present in the vehicle). By way of illustrative example, and without limitation, autonomous vehicles may include so called “self-driving” cars, trucks, air taxis, drones, and the like.

Some embodiments of the present disclosure even provide systems and methods for coordinating actions amongst nearby vehicles in an effort to avoid collisions amongst the vehicles themselves as they attempt to avoid the potential hazard, as later described in more detail.

Further embodiments of the present disclosure include systems and methods for coordinating actions amongst nearby vehicles in an effort to avoid collisions amongst the vehicles themselves as they attempt to avoid the potential hazard. In particular, in an embodiment, the message may include information concerning action(s) that one or more of the vehicles plans to take and/or is taking, as later described in more detail. As configured, the driver or control system of a vehicle(s) receiving the message can factor this information into planning or modifying its own response to the hazard. Additionally or alternatively, in an embodiment, a vehicle(s) receiving such a message may in turn respond with a message of its own containing similar information concerning the actions it plans to take or is taking, thereby allowing the vehicles to further coordinate as the situation rapidly evolves. In cases where a vehicle has only one option for avoiding a collision with the hazard and/or other vehicles, this cross-talk may enable nearby vehicles to alter any conflicting actions, the situation permitting, thereby allowing the limited-option vehicle to implement its only available option for avoiding a collision, as later described in more detail.

FIG. 1schematically depicts a representative system100for generating and transmitting a message(s)12configured for warning nearby vehicle(s) of a potential safety hazard in or near the roadway. System100envisions a situation in which a vehicle200detects the hazard10(here, a pedestrian in a crosswalk) and warns one or more nearby vehicles300a,300b.

In the representative example shown, vehicle200is obstructing lines of sight between vehicles300a,300band hazard10, and thus the drivers and/or sensors of vehicles300a,300bmay not be aware of hazard10. The message12generated and transmitted by vehicle200alerts vehicles300a,300bto the presence of the hazard, allowing vehicle300ain the left lane to brake prior to reaching the crosswalk and vehicle300bto escape into the open right lane to avoid rear-ending vehicle200, which itself is rapidly braking to avoid running over the pedestrian walking directly in front. Thanks to the hazard warning message12generated by and transmitted from vehicle200, all three vehicles avoid colliding with the pedestrian and each other, resulting in a safe outcome.

FIG. 2schematically depicts another representative system110for generating and transmitting a message(s)12configured for warning nearby vehicle(s) of a potential safety hazard in or near the roadway. System110envisions a situation in which a vehicle200detects a hazard10(here, fallen tree blocking the road) and warns another vehicle300to reroute, thereby avoiding hazard10and minimizing any resulting traffic congestion that may otherwise delay the arrival of emergency responders to the scene.

While, in an embodiments vehicle200may transmit the hazard warning message12directly to vehicle200(not shown), in some embodiments vehicle200may additionally or alternatively transmit the message12indirectly to vehicle300via a remote server400, such as a cloud server. Such a configuration may have several benefits. First, as configured, system110may be able to provide warnings to vehicles300at distances far from the hazard10, thereby providing vehicle300with more notice and options for rerouting. Second, remote server400may be configured to relay the hazard warning message12to authorities, who may otherwise not know of the hazard. This, in turn, may allow authorities to dispatch responders more quickly and efficiently, as well as to better manage large volumes of traffic that may impacted by the presence of hazard10. In an embodiment, remote server400may be configured with traffic control algorithms for automatically rerouting traffic in response to hazard10.

FIG. 3schematically depicts yet another a representative system120for generating and transmitting a message(s)12configured for warning nearby vehicle(s) of a potential safety hazard in or near the roadway. System120envisions a situation in which a deployed sensor500, such as a traffic camera, detects the hazard10(here, a pedestrian in a crosswalk) and warns a nearby vehicle300approaching the hazard10from around a blind curve in the roadway. The hazard warning message12enables vehicle300to safely brake in advance of the crosswalk, despite not being able to see hazard10, thereby avoiding a possible collision.

FIG. 4is a schematic illustration of a sensing system located onboard vehicle200of systems100,110for detecting a hazard10. The sensing system, in various embodiments, may generally include one or more sensors220, a processor230, memory240, and a transmitter or transceiver250.

The sensing system, in various embodiments, may include one or more sensors220configured to detect and/or identify one or more hazards10proximate vehicle200. In various embodiments, sensors220may include those sensors typically found in many piloted and autonomous vehicles today. For example, sensors220may include one or more image sensors be configured to capture imagery to which image processing techniques such as person-, object-, and/or vehicle-recognition algorithms may be applied. Additionally or alternatively, one or more optical ranging sensors (e.g., LIDAR, infrared), sonic ranging sensors (e.g., sonar, ultrasonic), or similar sensors may be positioned about the vehicle to detect and/or range potential hazards10, as well as surrounding vehicles300. Any one or combination of such sensors, in various embodiments, may be positioned about the perimeter of vehicle200(e.g. on the front, rear, top, sides, and/or quarters). Still further, traction sensors (e.g., loss of traction in one or more wheels) or other suitable sensors may be utilized to identify slippery hazards10, such as ice, rain, or oil. Moreover, wheel impact sensors (e.g., sudden compression of or force applied to vehicle's200suspension), such as force sensors, pressure sensors, gyros, and the like may be utilized to identify hazards10that vehicle200has run over, such as potholes or debris in the roadway.

Additionally, sensors220may be configured to collect information regarding the roadway on which vehicle200is operated, such as road lane dividers (e.g., solid and dashed lane lines), medians, curbs, concrete barriers, and the like. Representative sensors configured to collect information regarding the surrounding environment may include outward-facing cameras positioned and oriented such that their respective fields of view can capture the respective information each is configured to collect. For example, cameras configured to capture road lane dividers may be positioned on the side of or off a front/rear quarter of vehicle200and may be oriented somewhat downwards so as to capture road lane dividers on both sides of vehicle200. Likewise, global positioning system (GPS) or other location-related sensors may be utilized to monitor the location of vehicle200in the roadway.

The sensing system, in various embodiments, may further include one or more sensors220for measuring operational aspects of vehicle200, such as location, speed, acceleration, braking force, braking deceleration, and the like. Representative sensors220configured to collect information concerning operational driving characteristics may include, without limitation, tachometers like vehicle speed sensors or wheel speed sensor, brake pressure sensors, fuel flow sensors, steering angle sensors, location sensors (e.g., GPS, GNSS) and the like. In various embodiments, some or all of the operational information collected by such sensors may be included in the hazard warning message12generated by vehicle200for consideration by vehicle(s)300in determining which actions to take in response to hazard10. Additionally or alternatively, in various embodiments, some or all of the operational information collected by such sensors may be used by vehicle200itself in evaluating options for avoiding a collision with hazard10. For example, vehicle200may utilize ranging information and vehicle speed to evaluate if vehicle200is capable of stopping in time to avoid colliding with hazard10; if not, vehicle200may opt for other actions such as swerving into an adjacent lane if clear (as detected by sensors220

The sensing system, in various embodiments, may additionally or alternatively include one or more sensors220configured to collect information concerning the presence of other nearby vehicles300such as each vehicle's300location, direction of travel, rate of speed, and rate of acceleration/deceleration, as well as similar information concerning the presence of nearby pedestrians. Representative sensors configured to collect such information may include outward-facing cameras positioned and oriented such that their respective fields of view can capture the respective information each is configured to collect. For example, outward-facing cameras may be positioned about the perimeter of autonomous vehicle200(e.g. on the front, rear, top, sides, and/or quarters) to capture imagery to which image processing techniques such as vehicle recognition algorithms may be applied. Additionally or alternatively, one or more optical sensors (e.g., LIDAR, infrared), sonic sensors (e.g., sonar, ultrasonic), or similar detection sensors may be positioned about the vehicle for measuring dynamic operating environment information such as distance, relative velocity, relative acceleration, and similar characteristics of the motion of nearby piloted or autonomous vehicles300.

The sensing system, in various embodiments, may leverage as sensor(s)220those sensors typically found in most autonomous vehicles such as, without limitation, those configured for measuring speed, RPMs, fuel consumption rate, and other characteristics of the vehicle's operation, as well as those configured for detecting the presence of other vehicles or obstacles proximate the vehicle. Sensors220may additionally or alternatively comprise aftermarket sensors installed on autonomous vehicle200for facilitating the collection of additional information for purposes relate or unrelated to evaluating driving style.

The sensing system of vehicle200, in various embodiments, may further comprise an onboard processor230, onboard memory240, and an onboard transmitter250. Generally speaking, in various embodiments, processor230may be configured to execute instructions stored on memory240for processing information collected by sensor(s)220, detecting hazard10, generating hazard warning message12, and transmitting hazard warning message12.

Processor230, in various embodiments, may be configured to process information from sensor(s)220for subsequent offboard transmission via transmitter250. Processing activities may include one or a combination of filtering, organizing, and packaging the information from sensors220into formats and communications protocols for efficient wireless transmission to vehicle(s)300and/or remote server400. In such embodiments, the processed information may then be transmitted offboard vehicle200by transmitter250in real-time or near-real time, where it may be received by nearby piloted or autonomous vehicles300and/or remote server400as later described in more detail. It should be appreciated that transmitter250may utilize short-range wireless signals (e.g., Wi-Fi, BlueTooth) when configured to transmit the processed information directly to nearby piloted or autonomous vehicles300, and that transmitter250may utilize longer-range signals (e.g., cellular, satellite) when transmitting the processed information directly to remote server400, according to various embodiments later described. In some embodiments, transmitter250may additionally or alternatively be configured to form a local mesh network (not shown) for sharing information with multiple nearby piloted or autonomous vehicles300. Transmitter250may of course use any wireless communications signal type and protocol suitable for transmitting the pre-processed information offboard vehicle200and to nearby piloted or autonomous vehicles300and/or remote server400.

Like sensor(s)220, in various embodiments, processor230and/or onboard transmitter250of system100may be integrally installed in vehicle200(e.g., car computer, connected vehicles), while in other embodiments, processor230and/or transmitter250may be added as an aftermarket feature.

In various embodiments, a driver of vehicle200may additionally or alternatively be involved in detecting hazard10. In one such embodiment, vehicle200may not be equipped with sensors220suitable for directly detecting a given hazard10, leaving it up to the driver to visually, audibly, or otherwise detect hazard10. In such cases, sensors220of systems100,110may instead detect driver actions that are potentially indicative of the driver's reaction to the presence of a hazard10, such as honking the vehicle's horn, slamming on the vehicle's brakes, swerving aggressively, or otherwise performing any action potentially indicative of a reaction to the presence of a hazard10. Systems100,110, in various embodiments, may be configured in such cases to automatically generate and transmit a hazard warning message12to surrounding vehicles300. Likewise, vehicle200could be equipped with a camera in its interior configured to track the driver's eyes for expressions indicative of surprise, fear, or other responses that may be correlated with the sudden detection of a hazard10, such as sudden pupil dilation or constriction. Similarly, the eye-tracking camera could watch for driver behaviors that make vehicle200itself the potential hazard10, such as the driver closing his/her eyes in a manner suggestive of nodding off, or the driver looking away from the road at his/her smartphone, radio, or other distraction. Additionally or alternatively, vehicle200, in various embodiments, may include a dedicated interface for receiving input from the driver to generate and transmit hazard warning message12. For example, vehicle200may include a button or similar interface on the steering wheel that the driver pushes upon detecting a hazard10, causing systems100,110to automatically generate and transmit a generic hazard alert message12. Similarly, in various embodiments, vehicle200may include a microphone configured to detect sounds associated with sudden detection of hazard by the driver or occupants, such as taking a sudden breath, gasping, screaming, etc. Still further, in various embodiments, vehicle200may include or otherwise pair electronically with biological sensors worn or otherwise directed towards the driver for detecting sudden biological changes associated with surprise, fear, adrenaline response, such as rapid spike in heart rate. Systems100,110, in various embodiments, may be configured in such cases to automatically generate and transmit a hazard warning message12to surrounding vehicles300.

Like system100and110, in which vehicle200includes one or more sensors for detecting hazard10, system120may include one or more deployed sensors500configured for similar purposes. Representative deployed sensors500include, without limitation, cameras or image sensors positioned and oriented to capture imagery of the roadway and/or surrounding areas. Images captured by these sensors, in an embodiment, can be processed using person-, object-, and/or vehicle-recognition algorithms to detect hazards10within a field of view. Additionally or alternatively, one or more optical sensors (e.g., LIDAR, infrared), sonic sensors (e.g., sonar, ultrasonic), or similar detection sensors may be deployed near intersections and other areas of interest along a roadway to detect and/or range potential hazards10.

FIG. 5is a schematic illustration of representative system located onboard vehicle300for receiving and processing hazard warning message12. Whether transmitted directly from vehicle200or deployed system500, or indirectly from remote server400, hazard warning message12may be received and processed by vehicle(s)300of the present systems. This system, in various embodiments, may generally include one or more a processor330, memory340, and a receiver or transceiver350. In various embodiments, this system may further include one or more sensors320for use in navigation and/or assessing potential evasive actions in response to hazard10.

Generally speaking, processor330, memory340, and receiver/transceiver350of vehicle300may include hardware and functionality similar to processor230, memory240, and transmitter/transceiver250of vehicle200, respectively, albeit adapted for use by a vehicle receiving and reacting to hazard warning message12, rather than detecting hazard10and warning other vehicles. In particular, sensors320may, like sensors220, be configured to collect information regarding the environment in which vehicle300is operated, to measure operational aspects of vehicle300, and/or to collect information concerning the presence of vehicle200and/or other nearby vehicles300. This information may in turn be used by processor330in evaluating potential actions to take in response to the presence of hazard10. Memory340may store instructions for operating processor330and receiver/transceiver350for these purposes, and for example, according to the methods described herein and depicted inFIG. 8.

Like the complementary components in vehicle200, in various embodiments, sensor(s)320, processor330, memory340, and/or receiver/transceiver250may be integrally installed in vehicle300(e.g., car computer, connected vehicles) or added as aftermarket features.

Hazard Warning Message12

FIG. 6illustrates a representative payload13of hazard warning message12. It should be recognized that the content of payload13may be structured and formatted in any suitable manner for transmission via the message protocol used for sending hazard warning message12.

The content of payload13, in various embodiments, may include any one or combination of information concerning hazard10and information concerning the operation of vehicle200, amongst any other information known by vehicle200or deployed sensor500that may be relevant for warning vehicle(s)300of hazard10and/or assisting vehicle(s)300in determining suitable actions for avoiding a collision in response.

For example, payload13, in various embodiments, may include an indicator describing an urgency level of the warning being sent. For example, hazards10may be marked as urgent if they pose an immediate danger to nearby vehicles300, such as when a pedestrian is detected just ahead of vehicle(s)300, whereas hazards10involving low-risk or far-off hazards10may be marked as less urgent. In various embodiments, processor330of vehicle300may be configured to process hazard warning messages10including urgent indicators with higher priority than those hazard warning messages10that are marked as less urgent, thereby allowing processor330to efficiently manage incoming messages of all types while ensuring that those indicative of urgent hazards are immediately considered such that action can be taken quickly.

Payload13, in various embodiments, may additionally or alternatively include information concerning the location of hazard10. In some embodiments, payload13may include the discrete location of hazard10. In one such embodiment, vehicle200or deployed sensor500may determine the discrete location of hazard10and include it directly in payload13. For example, vehicle200or deployed sensor500may be configured to determine how far away hazard10is from vehicle200or deployed sensor500(e.g., using ranging technologies such as radar, sonar, LIDAR, infrared), and use this in combination with its own known location to determine the location of hazard10for inclusion in payload13. In such an embodiment, vehicle200may know its own location using GPS or similar technologies, and deployed sensor500, if static, may be pre-programmed with its location.

Payload13, in various embodiments, may additionally or alternatively include heading and velocity information for hazard10. This information, in various embodiments, can be used by processor330in assessing the likelihood of a collision with hazard10on vehicle300's present course. Further, payload13, in various embodiments, may additionally or alternatively include information concerning the nature of hazard10to the extent this information is available. For example, in some cases, it may be possible for vehicle200or deployed sensor500may be able to determine the nature of hazard10(e.g., pedestrian, bicyclist, animal, large vs. small debris, large vs. small patch of ice) by further processing data from sensors220(or from deployed sensor500itself). For example, to the extent cameras or image sensors are utilized, person-, animal-, or object-recognition software may be employed to determine the nature of hazard10. Likewise, to the extent traction-related sensors are utilized by vehicle200, processor230could process the degree to one or more of the wheels of vehicle200spun at a different rate than others and for how long to determine the scope of any ice or slippery precipitation vehicle200encountered. Information concerning the nature of hazard10, in various embodiments, may be used by vehicle300in assessing the degree of risk posed by a collision with hazard10, both to vehicle300and to hazard10itself. This may factor into how a warning is presented to the driver of vehicle300or what actions vehicle300(if autonomous) may take in response to being warned of hazard10. For example, if the nature of hazard10is determined to be high-risk (e.g., a collision with a pedestrian, large animal, stopped vehicle, large debris, large ice sheet) then processor330of vehicle300may opt to take more dramatic or dangerous countermeasures to avoid a collision, whereas if the nature of hazard10is determined to be of lower risk (e.g., a collision with a small animal, small debris, small patch of ice), then processor330of vehicle300may opt to implement less risky countermeasures (or even opt to collide with hazard10) given that the risk of injury posed by some countermeasures may outweigh the risks of a collision with hazard10.

Additionally or alternatively, payload13, in various embodiments, may include location, heading, and velocity information for vehicle200at the time hazard message12was generated. This information, in various embodiments, can likewise be used by processor330in assessing the likelihood of a collision with vehicle200in the event vehicle200were to slam on its brakes or take evasive action to avoid a collision with hazard10.

Payload13, in various embodiments, may additionally or alternatively include further information concerning vehicle200that may be relevant to vehicle300's assessment of the developing situation and options for avoiding a collision. For example, as shown inFIG. 6, payload13may include an indicator of whether vehicle200is autonomous or piloted by a human. Generally speaking, human drivers tend to be less predictable and have slower reaction times than computerized control systems of autonomous vehicles. As such, vehicle300may benefit from the knowledge of whether vehicle200is autonomous or human piloted in assessing its options for avoiding a collision. In embodiments where vehicle200is autonomous (or even semi-autonomous, for example, where vehicle200has an automatic braking system when a hazard10is detected in front of vehicle200), payload13may additionally or alternatively contain information concerning an evasive actions (e.g., braking, swerving) vehicle200plans to take to avoid hazard10. While computing such an action plan may add to the time it takes to generate and transmit hazard warning message12to vehicle300, in some cases it may be advantageous to incur such a delay if the benefit of vehicle300knowing how vehicle200will react helps vehicle300avoid a collision with vehicle200. Further, as later described in more detail, in various embodiments, processor330may be further configured to exchange hazard response messages with vehicle200for coordinating the actions each vehicle200,300takes to avoid hazard10and each other.

It should be appreciated that, while vehicle200and deployed sensor500may be configured to transmit hazard message12in real-time or near-real time, even a small amount of lag or delay in the generation and transmission of hazard message13could affect the ability of vehicle300to determine and implement successful maneuvers for evading hazard10and any nearby vehicles. Accordingly, in various embodiment, hazard warning message12may be configured with a time stamp or other indicator suitable for identifying when hazard warning message12was generated by processor230of vehicle200or by deployed sensor500. In the embodiment ofFIG. 6, a time stamp may be included in payload13. As configured, processor330of vehicle300may compare the time stamp included in payload13with the time hazard warning message12was received by receiver/transceiver350, and thus determine whether and how much of a delay elapsed between the time when hazard warning message12was generated and when hazard warning message12was received.

Processor330, in various embodiments, may be further configured to estimate how much any of the information contained in payload13may have changed during the delay, in an attempt to avoid operating on dated information. In an embodiment, processor330may be configured to estimate hazard's10current location based on an extrapolation of the location, heading, and velocity information for hazard10contained in payload13. For example, processor330may estimate the distance hazard10has travelled during the delay by multiplying hazard's10velocity (as indicated in payload13) by the length of the delay (i.e., distance=rate×time), and apply this distance to hazard's10location (as indicated in payload13) in a direction corresponding to hazard's10heading (as indicated in payload13), thereby estimating hazard's10new location at the current time.

Processor330, in various embodiments, may be further configured to estimate how much any of the information contained in payload13may have changed during the delay, in an attempt to avoid operating on dated information. In an embodiment, processor330may be configured to estimate hazard's10current location based on an extrapolation of the location, heading, and velocity information for hazard10contained in payload13. For example, processor330may estimate the distance hazard10has travelled during the delay by multiplying hazard's10velocity (as indicated in payload13) by the length of the delay (i.e., distance=rate×time), and apply this distance to hazard's10location (as indicated in payload13) in a direction corresponding to hazard's10heading (as indicated in payload13), thereby estimating hazard's10new location at the current time.

Payload13, in various embodiments, may additionally or alternatively include information that can be used instead by vehicle300to determine or estimate the location of hazard10. For example, in an embodiment, payload13may include a location of vehicle200or deployed sensor500, along with information concerning a distance and/or heading to hazard10, such that processor330of vehicle300may calculate the location of hazard10. Vehicle300could then, in turn, determine the relative location of hazard10to the location of vehicle300(which, e.g., vehicle300has determined using sensors320).

In some situations it is foreseeable that vehicle200or deployed sensor500may not be able to identify the precise location of hazard10, and/or a heading and velocity of hazard10. Despite this, in many cases, it can still be helpful to alert nearby vehicles to the existence of hazard10so that their drivers and/or autonomous control systems are alerted to the likelihood of sudden danger posed by hazard10, vehicle200, or other nearby vehicles. In an embodiment, payload13may simply carry an indicator that a hazard10has been detected. In another embodiment, payload13may contain any relevant information that is available about hazard10. For example, it is still better to know that a hazard10exists and where it is generally located, than to know only that a hazard10exists and have to look all over for it. In yet another embodiment, one in which information concerning hazard10is unavailable, payload13may still contain information concerning the location of vehicle200, as this may give vehicle300an indirect indicator of where hazard10is likely to be generally.

In this latter case, processor330, in various embodiments, may be further configured to estimate how far and in what direction vehicle200has travelled since generating the message, in an attempt to avoid operating on dated information. In an embodiment, processor330may be configured to estimate vehicle's200current location based on an extrapolation of the location, heading, and velocity information for vehicle200contained in payload13. For example, processor330may estimate the distance vehicle200has travelled during the delay by multiplying vehicle's200velocity (as indicated in payload13) by the length of the delay (i.e., distance=rate×time), and apply this distance to vehicle's200location (as indicated in payload13) in a direction corresponding to vehicle's200heading (as indicated in payload13), thereby estimating vehicle's200new location at the current time.

Generating and Transmitting Hazard Warning Message12from Vehicle200/Deployed Sensor500

FIG. 7is a flow chart illustrating a representative approach for detecting hazard10, generating hazard warning message12, and transmitting hazard warning message12to vehicle(s)300. While the representative embodiment shown is drawn to systems100and110in which a vehicle200detects hazard10, one of ordinary skill in the art will recognize its applicability to system120in which a deployed sensor500detects hazard10. In particular, it should be understood that the steps disclosed for detecting hazard10, as well as those for generating and transmitting hazard warning message12are substantially similar regardless of the particular system with which they are used; however, in the case of system120, due to its likely static nature it is unlikely that deployed sensor500will take evasive action in response to detecting hazard10, nor is it likely that vehicles300will need to consider any such action on the part of deployed sensor500in formulating their own response actions.

In the representative embodiment shown, methods of the present disclosure may begin with vehicle200or deployed sensor500detecting the existence of a hazard10in or near the roadway. Further information concerning the nature, location, heading, and velocity of hazard10, along with any other relevant information, may also be collected at this stage. As shown, this additional information may be further evaluated at vehicle200or deployed sensor500in an effort to further characterize hazard10—that is, identify its nature, where it is, where it is moving, and other information relevant to assessing what actions are appropriate for avoiding or mitigating the risk of a collision with hazard10or surrounding vehicles.

Referring now to the left branch of the flow chart ofFIG. 7, vehicle200(and more specifically, processor230, in an embodiment) may determine the appropriate action to take to avoid or mitigate a collision with hazard10and/or any surrounding vehicles. This determination, in various embodiments, may optionally depend on whether vehicle200is piloted or autonomous, so as to account for any perceived differences in reaction time and abilities of human drivers versus autonomous control systems, as previously mentioned. Regardless of whether vehicle200is piloted or autonomous, processor230may optionally determine an appropriate action based on any number of relevant factors in addition to the information provided about hazard10, including for example, the operating characteristics of vehicle200, the locations, headings, and speeds of nearby vehicles, the availability of a road shoulder or other lanes to maneuver into, etc. As previously described, much if not all of this information may be provided by sensors220of vehicle200, as equipped.

If vehicle200is piloted, processor230may generate and provide a warning to the driver of vehicle200, such as a visual warning on the dashboard or heads-up display, an audio warning over the speakers, and/or a tactile warning like vibrating the steering wheel or driver's seat. The warning to the driver may include some or all of the information concerning hazard10, and in some embodiments, may be tailored from a human-factors perspective to provide the information is a quantity and format easily recognized and rapidly processed by a human. For example, a representative warning may include an attention-grabbing visual or audio cue indicative of the detection of hazard10(e.g., displaying a hazard symbol and/or sounding an audible alarm) and displaying an arrow pointing in the direction of the hazard, if known. The warning may further include information concerning the appropriate action determined by processor230for avoiding or mitigating the risk of collision with hazard10and any nearby vehicles. For example, instructions such as “BRAKE!” or “MOVE RIGHT!” or “MOVE RIGHT AND BRAKE!” may be displayed or sounded as suggestions to the driver. This feature, in various embodiments, may of course be disabled by the driver in advance if he/she does not wish to hear suggested actions but rather only wishes to be alerted to hazard10.

If vehicle200is autonomous (or semi-autonomous, to the extent that the appropriate action is determined to be best implemented by semi-autonomous features like reactive braking), processor230of vehicle200may automatically execute the appropriate action, as shown. Referring to the arrow extending from the left branch to the right branch ofFIG. 7, in an embodiment, processor230may include information concerning the appropriate action about to be taken or being taken by autonomous vehicle200in hazard warning message12so as to notify vehicle300of what vehicle200plans to do (or is already doing). As configured, the driver, semi-autonomous control system, or autonomous control system of a vehicle300receiving hazard warning message12can react accordingly to avoid a collision with vehicle200.

It should be recognized that the left branch ofFIG. 7, in full or in part, may be optional in some embodiments of the present disclosure. That is, in some embodiments, systems100,110may simply be configured to detect hazard10and warn vehicle(s)300without, in serial or in parallel, determining and/or implementing an appropriate response for vehicle200itself.

Referring now to the right branch ofFIG. 7, after detecting and optionally characterizing hazard10, systems100,110,120may generate hazard warning message12for transmission to vehicle(s)300. As previously described, in various embodiments of systems100,110, processor230may generate hazard warning message12in accordance with instructions stored in memory240and inputs from sensors220, with any suitable payload13and in a format/protocol suitable for transmission by transmitter/transceiver250.

Action by Vehicle300for Avoiding or Mitigating Collision with Hazard10and Nearby Vehicles

FIG. 8is a flow chart illustrating a representative approach by vehicle300for leveraging information provided in hazard warning12to avoid or mitigating a collision with hazard10and any nearby vehicles.

In the representative embodiment shown, methods of the present disclosure may begin with vehicle300receiving hazard warning message12from vehicle200or deployed sensor500. In particular, in various embodiments, receiver/transceiver350may receive hazard warning message12and processor330may process it for the information contained in payload13, amongst any other relevant information.

If vehicle300is piloted, processor330, in an embodiment, may automatically generate and provide a warning to the driver of vehicle300, as shown in the upper right branch ofFIG. 8. This warning may be similar to that provided to the driver of a piloted vehicle200as described above, and in an embodiment, may include information concerning the planned actions of vehicle200if provided in hazard warning message12. Likewise, in an embodiment (not shown), processor330may first evaluate potential options for avoiding or mitigating a collision with hazard10and vehicle200, and present a suggested action to the driver of vehicle300as part of the warning provided to the driver of vehicle300, similar to the way processor230may evaluate and suggest actions to the driver of vehicle200when piloted.

If vehicle300is autonomous, processor330, in various embodiments, may prepare to evaluate potential options for avoiding or mitigating a collision with hazard10, vehicle200, and any nearby vehicles by evaluating the information provided in hazard warning message12to identify relevant information concerning hazard10, such as the location, heading, and speed of hazard10, along with any information concerning vehicle's200operational aspects and planned actions, to the extent provided. Processor330may additionally identify any relevant information from sensors320of vehicle300, including the operational aspects of vehicle300, the environment in which vehicle300is operated, and the presence of other nearby vehicles, as available.

Processor330may then evaluate potential options for avoiding or mitigating a collision with hazard10, vehicle200, and any nearby vehicles using the above-referenced inputs. Like processor230of vehicle200, this evaluation by processor330may depend, in part, on whether vehicle300is autonomous due to any perceived differences in reaction time and abilities of human drivers versus autonomous control systems, as previously mentioned. Representative response options may include any one or combination of braking, swerving, fully or partially changing lanes, and the like.

Referring now to the bottom half of the flow chart ofFIG. 8, in various embodiments, processor330may be configured to avoid an action that may conflict with an action to be planned for or being taken by vehicle200, so as to minimize the risk of a collision between vehicle300and vehicle200as each attempts to avoid or mitigate a collision with hazard10. The workflows followed by processor330to this end may depend, at least in part, on whether vehicle200is piloted or autonomous, as shown.

Referring to the lower right branch of the flow chart ofFIG. 8, if vehicle200is piloted, processor330, in various embodiments, may be configured to choose—and modify—its course of action based at least in part on the actions of the driver of piloted vehicle200, as it may be difficult for processor330to predict the actions that will be taken by the driver of piloted vehicle200. In such an embodiment, processor330may evaluate the situation and determine the best option for avoiding or mitigating a collision with hazard10, vehicle200, and any other nearby vehicles, but should the driver of piloted vehicle200take a conflicting action, it would be up to processor330to modify its action plan in response. Generally speaking, such an approach may be intuitive in that, in many cases, vehicle300will likely somewhat or completely behind vehicle200on the roadway, and thus has a better view of vehicle200than the driver of vehicle200would have of vehicle300. Further, such an approach may beneficially offload action deconfliction responsibilities from a human driver.

Referring to the lower left branch of the flow chart ofFIG. 8, if vehicle200is autonomous, processor330, in various embodiments, may be configured to evaluate whether a non-conflicting option is available if its preferred option is in conflict with the response planned or being taken be vehicle200. If a non-conflicting option for avoiding or mitigating the risk of a collision with hazard10and nearby vehicles is available, processor330may then execute one of the non-conflicting options. For example, if processor330determines that vehicle200intends to or is braking hard, and that it is possible to change lanes and likely avoid a collision with hazard10and vehicle200, then processor330may instruct the control system of vehicle300to change lanes accordingly. However, if a non-conflicting option is not available, processor330, in an embodiment, may attempt to coordinate with processor230of vehicle200to identify a mutually acceptable action plan. For example, consider a situation in which vehicle300is following vehicle200, and vehicle300has another vehicle right next to it making sideways escape impossible. If vehicle200's planned response to a hazard10ahead is to brake hard, and vehicle300deduces that it will not be able to stop in time to avoid a significant rear-end collision with vehicle300, then processor330may send a message to processor230notifying processor230of vehicle300's lack of acceptable options. In various embodiments, processor230may evaluate whether vehicle200has any alternative options for avoiding a collision with hazard10, such as swerving to the right in front of the vehicle travelling to the right of vehicle300. If such an option exists, and can be implemented fast enough to avoid a collision between vehicle200and hazard10, processor230may implement the alternative option and concurrently send a message back to processor330notifying it of vehicle's200new course of action in response to processor330's request that processor230implement any alternative options such that both vehicles200,300may safely avoid hazard10and each other.

While the presently disclosed embodiments have been described with reference to certain embodiments thereof, it should be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the true spirit and scope of the presently disclosed embodiments. In addition, many modifications may be made to adapt to a particular situation, indication, material and composition of matter, process step or steps, without departing from the spirit and scope of the present presently disclosed embodiments. All such modifications are intended to be within the scope of the claims appended hereto.